Propeller blade indentations for improved aerodynamic performance and sound control

ABSTRACT

Sounds are generated by an aerial vehicle during operation. For example, the motors and propellers of an aerial vehicle generate sounds during operation. Disclosed are systems, methods, and apparatus for actively adjusting the position of one or more propeller blade treatments of a propeller blade of an aerial vehicle during operation of the aerial vehicle. For example, the propeller blade may have one or more propeller blade treatments that may be adjusted between two or more positions. Based on the position of the propeller blade treatments, the airflow over the propeller is altered, thereby altering the sound generated by the propeller when rotating. By altering the propeller blade treatments on multiple propeller blades of the aerial vehicle, the different sounds generated by the different propeller blades may effectively cancel, reduce, and/or otherwise alter the total sound generated by the aerial vehicle.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of and claims priority to U.S.application Ser. No. 14/975,249, filed Dec. 18, 2015, entitled“Propeller Blade Indentations for Improved Aerodynamic Performance andSound Control,” which is incorporated herein by reference in itsentirety.

BACKGROUND

Vehicle traffic around residential areas continues to increase.Historically, vehicle traffic around homes and neighborhoods wasprimarily limited to automobile traffic. However, the recent developmentof aerial vehicles, such as unmanned aerial vehicles, has resulted in arise of other forms of vehicle traffic. For example, hobbyists may flyunmanned aerial vehicles in and around neighborhoods, often within a fewfeet of a home. Likewise, there is discussion of electronic-commerceretailers, and other entities, delivering items directly to a user'shome using unmanned aerial vehicles. As a result, such vehicles may beinvited to navigate into a backyard, near a front porch, balcony, patio,and/or other locations around the residence to complete delivery ofpackages.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a view of an aerial vehicle, according to an implementation.

FIG. 2A is a top-down view of a propeller blade with propeller bladetreatments, according to an implementation.

FIG. 2B is a side-view of a propeller blade with propeller bladetreatments, according to an implementation.

FIG. 3A is a top-down view of a propeller blade with propeller bladetreatments, according to an implementation.

FIG. 3B is a side-view of a propeller blade with propeller bladetreatments, according to an implementation.

FIGS. 4A-4B are top-down views of a propeller blade with propeller bladetreatments, according to an implementation.

FIGS. 5A-5D are top-down views of a propeller blade with propeller bladetreatments, according to an implementation.

FIG. 6A is a top-down view of a propeller blade with propeller bladetreatments, according to an implementation.

FIG. 6B is a view of a lower or underneath side of a propeller bladewith propeller blade treatments, according to an implementation.

FIG. 6C is a top-down view of a propeller blade with propeller bladetreatments, according to an implementation.

FIG. 7 is a top-down view of a propeller blade with propeller bladetreatments, according to an implementation.

FIGS. 8A-8C are top-down views of a propeller blade with propeller bladetreatments, according to an implementation.

FIG. 9A is a top-down view of a propeller blade with propeller bladetreatments, according to an implementation.

FIGS. 9B-9C are side-views of a propeller blade with propeller bladetreatments, according to an implementation.

FIG. 10 is another view of a propeller blade with propeller bladetreatments, according to an implementation.

FIG. 11A is a top-down and side-view of a propeller blade with propellerblade treatments, according to an implementation.

FIG. 11B is a top-down and side-view of a propeller blade with propellerblade treatments, according to an implementation.

FIGS. 12A-12B are top-down views of a propeller blade, according to animplementation.

FIGS. 13A-13C are side-views of a propeller blade, according to animplementation.

FIG. 14 is a flow diagram of a sound control process, according to animplementation.

FIGS. 15A-15D are block diagrams illustrating active airborne soundcontrol, according to an implementation.

FIGS. 16A-16D are views of aspects of one system for active airbornesound control, according to an implementation.

FIG. 17 is a block diagram of one system for active airborne soundcontrol, according to an implementation.

FIG. 18 is a flow diagram illustrating an example process for activeairborne sound control, according to an implementation.

DETAILED DESCRIPTION

The present disclosure is directed to controlling, reducing, and/oraltering sound generated by an aerial vehicle, such as an unmannedaerial vehicle (“UAV”), while the aerial vehicle is airborne. Forexample, one or more propellers of the aerial vehicle include propellerblade treatments that alter the sound generated by the propeller. Forexample, the propeller blade treatments may disrupt the airflow aroundthe propeller blades as they rotate and/or absorb sound generated by thepropeller blade as it rotates. By using propellers with differentpropeller blade treatments on the same aerial vehicle, the propellersmay generate sounds that destructively interfere with each other,thereby reducing or altering the overall sound generated by the aerialvehicle. Likewise, some of the propeller blade treatments, in additionto altering the sound, reduce and/or otherwise alter the total soundgenerated by a propeller.

A propeller blade may include propeller blade treatments along one ormore portions of the propeller blade. For example, the propeller blademay only include propeller blade treatments along the leading edge ofthe propeller blade. In other implementations, the propeller bladetreatments may be along the leading edge, on an upper surface area ofthe propeller blade, on a lower surface area of the propeller blade, ona trailing edge of the propeller blade, on the tip of the propellerblade, or any combination thereof.

The propeller blade treatments may be of any variety of sizes and/orshapes, and may extend from or conform to the propeller blade in avariety of manners. For example, some propeller blade treatments mayextend from the propeller blade in a direction that includes a verticalcomponent and/or a horizontal component with respect to the surface areaof the propeller blade. Alternatively, or in addition thereto, some ofthe propeller blade treatments may extend into the propeller blade. Insome implementations, some or all of the propeller blade treatments maybe moved or activated while the propeller is rotating. For example, thepropeller may include a propeller blade treatment adjustment controllerthat retracts and/or extends one or more of the propeller bladetreatments. When one or more propeller blade treatments are moved, thesound generated by the rotating propeller is altered. Propeller bladetreatments that may be moved (e.g., retracted, extended, shifted, orrotated) are sometimes referred to herein as active propeller bladetreatments.

In some implementations, one or more sensors may be positioned on theaerial vehicle that measure sound generated by or around the aerialvehicle. Based on the measured sound, the position of the one or more ofthe propeller blade treatments of a propeller blade on the aerialvehicle may be altered to generate an anti-sound that, when combinedwith the sound generated by the aerial vehicle, alters the soundgenerated by the aerial vehicle. For example, a processor of the aerialvehicle may maintain information relating to the different soundsgenerated by different propeller blade treatment positions. Based on themeasured sound and the desired rotational speed of the propeller,propeller blade treatment positions are selected that will result in thepropeller generating an anti-sound as it rotates that will cancel out,reduce, and/or otherwise alter the measured sound when the propeller isrotating at the desired rotational speed.

In another example, some propeller blade treatments, rather than beingdesigned to generate a specific anti-sound, may dampen, reduce, and/orotherwise alter the sound generated by the propeller blade as itrotates. For example, the propeller blade may include fringes (a type ofpropeller blade treatment) that can be retracted or extended from thetrailing edge of the propeller blade. When the fringes are extended, thefringes alter the airflow and dampen, reduce, and/or otherwise alter thesound generated by the propeller blade as the propeller passes throughthe air.

In some implementations, measured sounds may be recorded along withand/or independently of other operational and/or environmental data.Such information or data may include, but is not limited to, extrinsicinformation or data, e.g., information or data not directly relating tothe aerial vehicle, or intrinsic information or data, e.g., informationor data relating to the aerial vehicle itself. For example, extrinsicinformation or data may include, but is not limited to, environmentalconditions (e.g., temperature, pressure, humidity, wind speed, and winddirection), times of day or days of a week, month or year when an aerialvehicle is operating, measures of cloud coverage, sunshine, surfaceconditions or textures (e.g., whether surfaces are wet, dry, coveredwith sand or snow or have any other texture) within a given environment,a phase of the moon, ocean tides, the direction of the earth's magneticfield, a pollution level in the air, a particulates count, or any otherfactors within the given environment. Intrinsic information or data mayinclude, but is not limited to, operational characteristics (e.g.,dynamic attributes such as altitudes, courses, speeds, rates of climb ordescent, turn rates, or accelerations; or physical attributes such asdimensions of structures or frames, numbers of propellers or motors,operating speeds of such motors) or tracked positions (e.g., latitudesand/or longitudes) of the aerial vehicles. In accordance with thepresent disclosure, the amount, the type and the variety of informationor data that may be captured and collected regarding the physical oroperational environments in which aerial vehicles are operating andcorrelated with information or data regarding measured sounds istheoretically unbounded.

The extrinsic information or data and/or the intrinsic information ordata captured by aerial vehicles during flight may be used to train amachine learning system to associate an aerial vehicle's operations orlocations, or conditions in such locations, with sounds generated by theaerial vehicle. The trained machine learning system, or a sound modeldeveloped using such a trained machine learning system, may then be usedto predict sounds that may be expected when an aerial vehicle operatesin a predetermined location, or subject to a predetermined set ofconditions, at given velocities or positions, or in accordance with anyother characteristics. Once such sounds are predicted, propeller bladetreatment positions that will result in the propellers generatinganti-sounds are determined. An anti-sound, as used herein, refers tosounds having amplitudes and frequencies that are approximately but notexclusively opposite and/or approximately but not exclusivelyout-of-phase with the predicted or measured sounds (e.g., havingpolarities that are reversed with respect to polarities of the predictedsounds). During airborne operation of the aerial vehicle, the propellersblade treatments are positioned so that the propellers will generate theanti-sound. When the anti-sounds are generated by the propeller blades,such anti-sounds effectively modify the effects of some or all of thepredicted sounds at those locations. In this regard, the systems andmethods described herein may be utilized to effectively control, reduce,and/or otherwise alter the sounds generated by aerial vehicles duringflight.

FIG. 1 is a view of an aerial vehicle 101 configured for sound controlincluding propeller blade treatments on one or more of the propellers102-1, 102-2, 102-3, and 102-4. The propellers 102-1, 102-2, 102-3, and102-4 are powered by propeller motors and spaced about a body 104 of theaerial vehicle 101 as part of a propulsion system. A control system (notshown), which may be positioned within the body 104, is utilized forcontrolling the propeller motors for flying the aerial vehicle 101, aswell as controlling other operations of the aerial vehicle 101. Each ofthe propeller motors may be rotated at different speeds, therebygenerating different lifting forces by the different propellers 102.

The motors may be of any type and of a size sufficient to rotate thepropellers 102 at speeds sufficient to generate enough lift to aeriallypropel the aerial vehicle 101 and any items engaged by the aerialvehicle 101 so that the aerial vehicle 101 can navigate through the air,for example, to deliver an item to a location. As discussed furtherbelow, the outer body or surface area of each propeller 102 may be madeof one or more suitable materials, such as graphite, carbon fiber, etc.While the example of FIG. 1 includes four motors and propellers, inother implementations, more or fewer motors and/or propellers may beutilized for the propulsion system of the aerial vehicle 101. Likewise,in some implementations, the motors and/or propellers may be positionedat different locations and/or orientations on the aerial vehicle 101.Alternative methods of propulsion may also be utilized in addition tothe propellers and propeller motors. For example, engines, fans, jets,turbojets, turbo fans, jet engines, and the like may be used incombination with the propellers and propeller motors to propel theaerial vehicle.

The body 104 or frame of the aerial vehicle 101 may be of any suitablematerial, such as graphite, carbon fiber, and/or aluminum. In thisexample, the body 104 of the aerial vehicle 101 includes four motor arms108-1, 108-2, 108-3, and 108-4 that are coupled to and extend from thebody 104 of the aerial vehicle 101. The propellers 102 and correspondingpropeller motors are positioned at the ends of each motor arm 108. Insome implementations, all of the motor arms 108 may be of approximatelythe same length while, in other implementations, some or all of themotor arms may be of different lengths. Likewise, the spacing betweenthe two sets of motor arms may be approximately the same or different.

In some implementations, one or more sensors 106 configured to measuresound at the aerial vehicle are included on the aerial vehicle 101. Thesensors 106 may be at any location on the aerial vehicle 101. Forexample, a sensor 106 may be positioned on each motor arm 108 andadjacent to the propeller 102 and/or propeller motor so that differentsensors can measure different sounds generated at or near the differentpropellers 102. In another example, one or more sensors may bepositioned on the body 104 of the aerial vehicle 101. The sensors 106may be any type of sensors capable of measuring sound and/or soundwaves. For example, the sensor may be a microphone, transducer,piezoelectric sensor, an electromagnetic pickup, an accelerometer, anelectro-optical sensor, an inertial sensor, etc.

As discussed in further detail below, one or more of the propellers 102may include propeller blade treatments. In some implementations, some orall of the propeller blade treatments may be adjustable during operationof the aerial vehicle (i.e., active propeller blade treatments). As theposition of the propeller blade treatments changes, different sounds aregenerated by the propeller as it rotates. In other implementations, thepropeller blade treatments may be part of the propeller blade. In suchimplementations, the overall shape of the propeller blade and includedpropeller blade treatments may be designed such that the propeller willgenerate a particular sound when the propeller is rotating. In such aconfiguration, the different propellers of the aerial vehicle may bedesigned to generate different sounds. The different sounds generated bythe different propellers may be selected such that they causedestructive or constructive interference with other sounds generated byother propellers and/or the aerial vehicle such that, when the soundscombine, the net effect is no sound, reduced sound, and/or otherwisealtered sound.

In some implementations, some or all of the propellers may includepropeller blade adjustment controllers. Likewise, some or all of thepropeller blade adjustment controllers may be affixed to the propellers.Alternatively, some or all of the propeller blade adjustment controllersmay be moveable or otherwise adjusted during operation of the aerialvehicle and rotation of the propeller blade.

In some implementations, by measuring sounds at or near each propeller102 and altering the position of propeller blade treatments of eachrespective propeller 102 to generate anti-sounds, the measured soundsand anti-sounds at each propeller are independent. Accordingly, eachsensor and propeller may operate independent of other sensors andpropellers on the aerial vehicle and each may include its own processingand/or memory for operation. Alternatively, one or more sensors 106positioned on the body 104 of the aerial vehicle may measure generatedsounds and a propeller blade adjustment controller may send instructionsto different propellers to cause the positions of different propellerblade treatments to be altered, thereby generating differentanti-sounds.

While the implementations of the aerial vehicle discussed herein utilizepropellers to achieve and maintain flight, in other implementations, theaerial vehicle may be configured in other manners. For example, theaerial vehicle may be a combination of both propellers and fixed wings.In such configurations, the aerial vehicle may utilize one or morepropellers to enable takeoff, landing, and anti-sound generation and afixed wing configuration or a combination wing and propellerconfiguration to sustain flight while the aerial vehicle is airborne. Insome implementations, one or more of the propulsion mechanisms (e.g.,propellers and motors) may have a variable axis such that it can rotatebetween vertical and horizontal orientations.

FIG. 2A illustrates a top-down view of a propeller blade 200 thatincludes propeller blade treatments 202 along the leading edge of thepropeller blade, according to an implementation. The propeller bladeincludes a hub 201, a tip 203, a leading edge 205, a trailing edge 207,and a surface area 209 that extends between the hub 201, the tip 203,the leading edge 205, and the trailing edge 207. As used herein, theterm “hub” (e.g., 201) refers to the portion of the blade (e.g., 200)opposite the tip (e.g., 203) where the blade is mounted to a motor orother propulsion device (not shown). The term hub shall not be limitedto any particular mounting structure, circular or otherwise. The surfacearea includes an upper or top surface area, which is viewable in theexample illustrated in FIG. 2A, and a lower or bottom surface area thatis opposite the upper surface area.

In this implementation, the propeller blade treatments 202 extend alongthe leading edge 205 and may be adjusted in a direction that includes ahorizontal component and/or a vertical component with respect to asurface area 209 of the propeller blade 200. For example, the propellerblade may include a propeller blade treatment adjustment controller 211,which includes an actuator 210, also referred to as an adjustment arm.The components of the propeller blade treatment adjustment controller211 may be incorporated into the propeller blade 200 and positioned suchthat the actuator 210 contacts one or more of the propeller bladetreatments and is configured to move or reposition the propeller bladetreatments 202. For example, the propeller blade treatment adjustmentcontroller 211 may include a drive mechanism 204, such as a servo motor,that moves the actuator 210. As illustrated in the expanded view, theactuator may include one or more protrusions 210-1 that move as theactuator is moved by the drive mechanism. As the protrusions 210-1 move,they contact one or more ridges 202-1 of the propeller blade treatments202, thereby causing the propeller blade treatments 202 to move from afirst position to a second position. As each propeller blade treatmentmoves positions, the sound generated by the propeller as it rotates isaltered because the airflow is disrupted.

In some implementations, movement of the actuator 210 may be based onthe rotational speed of the propeller. For example, the drive mechanismmay be a counterweight that moves with an increase in the centrifugalforce generated by the rotation of the propeller blade 200. As thecounterweight moves, it causes the actuator 210 to move, therebyaltering the position of one or more propeller blade treatments. Inother implementations, the propeller blade treatment adjustmentcontroller 211 may be powered by one or more power supplies 206 and thedrive mechanism 204 may adjust the position of the actuator based oninstructions received from the propeller blade treatment adjustmentcontroller 211. For example, the propeller blade treatment adjustmentcontroller 211 may include a processor and memory that includes a tableof different propeller blade treatment positions and resultant soundsthat are generated when the propeller is rotated. The propeller bladetreatment adjustment controller 211 may also receive information and/orinstructions through a wireless communication component 208, such as anantenna, and determine positions for each of the propeller bladetreatments of the propeller blade. For example, the propeller bladetreatment adjustment controller 211 may receive position information,environmental information, and/or operational information and determinea predicted sound that is expected based on that information. For thepredicted sound, propeller blade treatment positions are determined thatwill cause the propeller to generate an anti-sound when rotated. Inanother example, the position of propeller blade treatments may beselected that will dampen, reduce, and/or otherwise alter the sound,such as by altering the relative and/or absolute amplitudes of variousfrequency components of the sound.

In other implementations, the propeller blade treatment adjustmentcontroller 211 may receive additional or less information and determinepositions for propeller blade treatments. In some implementations, thepropeller blade treatment adjustment controller 211 may receiveinstructions for each propeller blade treatment position. In stillanother example, the propeller blade treatment adjustment controller 211may receive a predicted sound, for example, from a sensor positioned onthe aerial vehicle, determine an anti-sound, and select propeller bladetreatment positions that will cause the propeller to generate theanti-sound when rotated and/or dampen or alter the predicted sound.

While the illustrated example shows the propeller blade treatmentadjustment controller controlling a single drive mechanism and actuatorof a propeller blade 200, in some implementations, the propeller bladetreatment adjustment controller may be coupled to and control multipledrive mechanisms, adjustment controllers, and corresponding propellerblade treatments for multiple propeller blades. For example, a propellerof an aerial vehicle may include one, two, three, four, five, or anynumber and/or shape of propeller blades. One or more of the propellerblades may include a drive mechanism 204, actuator 210, and propellerblade treatments, all of which may be controlled by the propeller bladetreatment adjustment controller. Likewise, one or more of the propellerblades 200 may include a power supply 206 and/or a power source. In thisexample, the power source is a series of solar panels 212 that collectsolar energy for use in powering the propeller blade treatmentadjustment controller 211 and drive mechanism 204. Likewise, the energycollected by the solar panels 212 may be stored in one or more fuelcells 206, such as a battery.

While the example illustrated in FIG. 2A includes a drive mechanism 204and actuator 210 in the form of an adjustable arm that may be moved bythe drive mechanism, it will be appreciated that any variety oftechniques may be used to alter the positions of the adjustablepropeller blade treatments. For example, an actuator, such as apiezoelectric actuator, servo motor, pneumatics, solenoid, etc., may bepositioned at or coupled to each propeller blade treatment andconfigured to receive instructions from the propeller blade treatmentadjustment controller 211 as to a position for the propeller bladetreatment. For example, if the actuator 210 is a piezoelectric actuatorpositioned adjacent a propeller blade treatment, when activated, it maycause the propeller blade treatment to move in a direction that includesa horizontal component and/or a vertical component with respect to thesurface area of the propeller blade.

It will be appreciated that, in some implementations, the propellerblade treatment adjustment controller may be fully or partiallycontained within the surface area or outer body of the propeller bladeand may not be externally visible, except for the propeller bladetreatments that protrude from the propeller blade.

The propeller blade treatments 202 may be formed of any material, may beof any size, and/or of any shape. Likewise, the propeller bladetreatments 202 may be positioned anywhere on the propeller blade 200 andmay extend in any direction. For example, referring to FIG. 2B,illustrated is a side-view of the propeller blade 200 that includes aplurality of propeller blade treatments 202. As can be seen, thepropeller blade treatments 202 vary in size, shape, and position alongthe leading edge of the propeller blade 200. For example, propellerblade treatment 202-7 is substantially rectangular in shape, protrudesin a direction vertically above and below the leading edge of thepropeller blade, and extends out beyond the leading edge of thepropeller blade 200. In comparison, propeller blade treatment 202-2 issubstantially triangular in shape and only protrudes above the uppersurface area of the propeller blade 200 and does not extend below thepropeller blade 200 or protrude out beyond the leading edge of thepropeller blade. Likewise, propeller blade treatment 202-3 issubstantially triangular in shape but only extends below the lowersurface area of the propeller blade 200 and does not protrude beyond theleading edge of the propeller blade. As further examples, propellerblade treatment 202-4 is approximately a half-circle that protrudesabove the upper surface area of the propeller blade, and propeller bladetreatment 202-5 is an irregular shape that protrudes above the uppersurface area of the propeller blade 200.

As will be appreciated, a propeller blade may include any number, size,shape, and/or position of propeller blade treatments. Likewise, some orall of the propeller blade treatments may be stationary and some or allof the propeller blade treatments may be adjustable. In someimplementations, a propeller may be fabricated that includes a pluralityof propeller blade treatments on one or more of each of the propellerblades. Upon fabrication, the propeller may be tested to determine thedifferent sounds generated by the propeller as it rotates and thosesounds may be stored in a sound table associated with the propeller. Ifsome of the propeller blade treatments are adjustable, the differentsounds for each different configuration of positions of the adjustablepropeller blade treatments may also be determined and stored in a soundtable associated with the propeller, along with the correspondingpositions of each adjustable propeller blade treatment.

Likewise, as discussed further below, while the propeller bladetreatments discussed above with respect to FIG. 2A and FIG. 2B arepositioned on the leading edge of the propeller blade, in otherimplementations, the propeller blade treatments may also be on thesurface area, the hub, the tip, the trailing edge, or any combinationthereof in addition to or as an alternative to positioning the propellerblade treatments on the leading edge of the propeller blade.

FIG. 3A is a top-down view of a propeller blade 300 with a plurality ofpropeller blade treatments 302, according to an implementation. Thepropeller blade 300 may be configured in a manner similar to thatdiscussed above with respect to FIG. 2A. For example, the propellerblade 300 may include a hub 301, a tip 303, a leading edge 305, atrailing edge 307, and a surface area 309. Likewise, the propeller blade300 may include a propeller blade treatment adjustment controller 311that controls a drive mechanism 304 and an actuator 310, all of whichmay be powered by a power supply 306 and/or a solar panel 312 positionedon the surface area of the propeller blade. Likewise, a wirelesscommunication component 308 may be included to enable wirelesscommunication to and from the propeller blade treatment adjustmentcontroller 311.

In this example, a flexible material 314 is positioned over thepropeller blade treatments and moves with the adjustment of thepropeller blade treatments. The flexible material may be fabricated ofany flexible material, such as rubber, polyethylene, polypropylene,nylon, polyester, laminate, fabric, Kevlar, carbon fiber, etc. When thepropeller blade treatments are moved in a direction that includes ahorizontal and/or vertical component with respect to the surface area,the flexible material 314 expands or contracts in response to themovement, thereby altering the shape of the flexible material and, thus,the shape of the propeller blade 300. The flexible material mayencompass the entire propeller blade or may only be formed over thepropeller blade treatments. Regardless, as the propeller blade treatmentpositions are adjusted, the flexible material adjusts, thereby alteringthe airflow over the propeller blade as the propeller rotates. Thealtered airflow changes the sound generated by the propeller whenrotating.

FIG. 3B illustrates a side-view of a propeller blade 300 that includes aplurality of propeller blade treatments 302 covered with a flexiblematerial 314, according to an implementation. As illustrated, as thepropeller blade treatments 302 protrude from the surface area of thepropeller blade, the flexible material 314 stretches around thepropeller blade treatment 302, thereby altering the overall shape andresulting sound generated by the propeller blade.

FIG. 4A is another top-down view of a propeller blade 400 with propellerblade treatments, according to an implementation. Similar to thediscussion above with respect to FIG. 2A, the propeller blade includes ahub 401, a tip 403, a leading edge 405, a trailing edge 407 and asurface area 409 that extends between the hub 401, the tip 403, theleading edge 405, and the trailing edge 407. The surface area includesan upper surface area, which is viewable in the example illustrated inFIG. 4A, and a lower surface area that is opposite the upper surfacearea.

In this implementation, the propeller blade treatments are in the formof serrations 402 that extend along the leading edge 405. The serrationsmay be of any size, shape, diameter, and/or curvature. Likewise, spacingbetween the serrations 402 along the leading edge may vary. Asillustrated in the expanded view, the serrations may be less than onemillimeter (“mm”) apart and range between 0.5-2.3 mm in length. In otherimplementations, the spacing and/or size of the serrations may begreater or less than the spacing and size illustrated in FIG. 4A.Likewise, the curvature of the serrations may vary between serrationsand/or between propeller blades.

The serrations 402 may be adjusted in a direction that includes ahorizontal component and/or a vertical component with respect to asurface area 409 of the propeller blade 400. For example, the propellerblade may include a propeller blade treatment adjustment controller 411,which includes an actuator 410. The components of the propeller bladetreatment adjustment controller 411 may be incorporated into thepropeller blade 400 and positioned such that the actuator 410 contactsone or more of the propeller blade treatments and is configured to moveor reposition the serrations 402. For example, the propeller bladetreatment adjustment controller 411 may include a drive mechanism 404,such as a servo motor, solenoid, etc., that moves the actuator 410. Asillustrated in the expanded view, the actuator may include one or moreprotrusions 410-1 that move as the actuator is moved by the drivemechanism. As the protrusions 410-1 move, they contact one or moreridges 402-1 of the serrations 402, thereby causing the serrations 402to move from a first position to a second position.

As each serration 402 moves positions, the sound generated by thepropeller blade as it rotates is altered because the airflow isdisrupted by the serrations 402. For example, the serrations, whenextended from the leading edge 405 of the propeller blade 400, maydisrupt the airflow such that the airflow creates small vortices and/orturbulent flows between the serrations. The small vortices and/orturbulent flows may produce varying sounds (e.g., different amplitudes,frequencies, etc.), resulting in a total sound that is dampened and/orthat generates a broadband sound that is similar to white noise. Whitenoise refers to a sound containing equal amplitudes at all frequencies.Broadband noise is generally more acceptable to humans than other soundswith larger tonal components typically generated by rotating propellers.In contrast, when the serrations 402 are retracted into the propellerblade 400 such that they do not extend beyond the leading edge 405 ofthe propeller blade 400, the air passing over the propeller blade 400 asit rotates creates less turbulence, and the overall sound has more tonalprominence at harmonics of the blade-passing frequency and lessbroadband character.

In some implementations, movement of the actuator 410 may be based onthe rotational speed of the propeller, the sound measured by one or moresensors, and/or based on the altitude of the aerial vehicle. Forexample, the drive mechanism may be a counterweight that moves with anincrease in the centrifugal force generated by the rotation of thepropeller blade 400. As the counterweight moves, it causes the actuator410 to move, thereby altering the position of one or more serrations402. In other implementations, the propeller blade treatment adjustmentcontroller 411 may be powered by one or more power supplies 406 and thedrive mechanism 404 may adjust the position of the actuator based oninstructions received from the propeller blade treatment adjustmentcontroller 411. For example, the propeller blade treatment adjustmentcontroller 411 may include a processor and memory that includes a tableof different propeller blade serration 402 positions and resultantsounds that are generated when the propeller is rotated with theserrations in those positions. The propeller blade treatment adjustmentcontroller 411 may also receive information and/or instructions througha wireless communication component 408, such as an antenna, anddetermine positions for each of the serrations 402. For example, thepropeller blade treatment adjustment controller 411 may receive positioninformation, environmental information, and/or operational informationand determine a predicted sound that is expected based on thatinformation. For the predicted sound, serration positions are determinedthat will cause the propeller to generate an anti-sound when rotated. Inanother example, the position of propeller blade treatments may beselected to dampen, reduce, and/or otherwise alter the sound generatedby the rotation of the propeller, such as by altering the relativeand/or absolute amplitudes of various frequency components of the sound.

In other implementations, the propeller blade treatment adjustmentcontroller 411 may receive additional or less information and determinepositions for serrations 402. In some implementations, the propellerblade treatment adjustment controller 411 may receive instructions foreach serration position, and/or instructions for sets of serrations. Asdiscussed further below with respect to FIG. 4B, serrations may begrouped into sets, each set including at least one serration.

While the illustrated example shows the propeller blade treatmentadjustment controller controlling a single drive mechanism and actuatorof a propeller blade 400, in some implementations, the propeller bladetreatment adjustment controller may be coupled to and control multipledrive mechanisms, adjustment controllers, and corresponding serrationsfor multiple propeller blades. For example, a propeller of an aerialvehicle may include one, two, three, four, five, or any number and/orshape of propeller blades. One or more of the propeller blades mayinclude a drive mechanism 404, actuator 410, serrations 402, and/orother types of propeller blade treatments. All of the propeller bladetreatments of the different propeller blades, including the serrations402, may be controlled by the propeller blade treatment adjustmentcontroller. Likewise, one or more of the propeller blades 400 mayinclude a power supply 406 and/or a power source. In this example, thepower source is a series of solar panels 412 that collect solar energyfor use in powering the propeller blade treatment adjustment controller411 and drive mechanism 404. Likewise, the energy collected by the solarpanels 412 may be stored in one or more fuel cells 406, such as abattery.

While the example illustrated in FIG. 4A includes a drive mechanism 404and actuator 410 in the form of an adjustable arm that may be moved bythe drive mechanism, it will be appreciated that any variety oftechniques may be used to alter the positions of the serrations 402. Asdiscussed above, the actuator may be any type of device or component(e.g., piezoelectric actuator, solenoid, pneumatics, etc.) that can movethe propeller blade treatments (e.g., serrations). For example,referring to FIG. 4B, illustrated is a top-down view of a propellerblade 450 in which the actuator 460 that moves the serrations 452 alongthe leading edge 465 is in the form of multiple piezoelectric actuators.In such a configuration, the propeller blade treatment adjustmentcontroller 461 can individually control each actuator, thereby causingdifferent sets of serrations along the leading edge to be adjustedindependent of other sets of serrations.

Referring to the expanded view 470, illustrated are three sets ofserrations 452-1, 452-2, 452-3, each set affixed to a separate actuator460-1, 460-2, and 460-3. As illustrated, the serrations 452 may bedifferent sizes, shapes, lengths, diameters, have different curvatures,and/or be formed of different materials. Each set of serrations includesone or more serrations. For example, the third set of serrations 452-3includes a single serration. In comparison, the first set of serrations452-1 includes two serrations and the second set of serrations 452-2includes three serrations. In some implementations, the serrations areformed of a fibrous material that flexes during rotation of thepropeller. In other implementations, the serrations may be formed of,for example, ceramic, plastic, rubber, composites, metal, carbon fiber,etc.

Referring to the expanded view 472, in some implementations, when anactuator is not activated, such as actuator 460A, the set of serrations452 coupled to the actuator may be in a retracted position in which theserrations 452 do not extend beyond the leading edge 465 of thepropeller blade. When the propeller blade treatment adjustmentcontroller sends a signal to activate the actuator, and the actuatoractivates, as illustrated by actuator 460B, the serration 452 is movedto an extended position in which at least a portion of the serrationextends beyond the leading edge 465 of the propeller blade. As thepropeller rotates, different actuators 460 may be activated ordeactivated such that different sets of serrations move between extendedpositions and retracted positions, thereby altering the sound generatedby the rotation of the propeller blade.

In addition to including serrations along the leading edge 465 of thepropeller, serrations may be included on other portions of thepropeller. For example, FIG. 4B illustrates serrations extending fromthe leading edge 465 of the propeller, serrations extending from thetrailing edge 457, serrations extending from the tip 453, and serrationsextending from the surface area 459. Similar to the serrations 452 alongthe leading edge, serrations on other portions of the propeller may bestationary or actively moved between two or more positions. For example,the serrations 452 along the trailing edge of the propeller 457 may beactively adjusted between a retracted position and an extended position.In some implementations, the serrations 452 may be moved using any ofthe examples discussed above (e.g., mechanical adjustment arm,piezoelectric actuators, pneumatics, and solenoids). The actuator 463that moves the serrations 452 along the trailing edge 457 is in the formof multiple solenoids. In such a configuration, the propeller bladetreatment adjustment controller 461 can individually control eachactuator 463, thereby causing different sets of serrations along thetrailing edge to be adjusted independent of other sets of serrations.

Referring to the expanded view 474, in some implementations, when anactuator is not activated, such as actuator 463A, the set of serrations452 coupled to the actuator may be in a retracted position in which theserrations 452 do not extend beyond the trailing edge 457 of thepropeller blade. When the propeller blade treatment adjustmentcontroller sends a signal to activate the actuator, and the actuatoractivates, as illustrated by actuator 463B, and the serration 452 ismoved to an extended position in which at least a portion of theserration extends beyond the leading edge 465 of the propeller blade. Asthe propeller rotates, different actuators 463 may be activated ordeactivated such that different sets of serrations move between extendedpositions and retracted positions along the trailing edge of thepropeller blade 450, thereby altering the sound generated by therotation of the propeller blade.

The serrations 452 influence the airflow around the propeller blade,inducing vortices, turbulence, and/or other flow characteristics thatcan reduce, dampen, and/or otherwise alter the sound generated by therotation of the propeller. For example, the air may be disrupted becausethe serrations generate small channels between each serration and theair passes through the small channels as the propeller blade rotates.These small channels of air generate smaller vortices and/or turbulentflows as the propeller blade passes through the air, along with largervortices and/or turbulent flows being generated. The smaller vorticesand/or turbulent flows generate less and/or different sounds than largervortices, and some of the sounds generated by the smaller vorticesand/or turbulent flows have relatively high amplitudes at differentfrequencies. By disrupting the sound and generating smaller vorticesand/or turbulent flows, the total sound generated from the propellerblade is dampened, reduced, and/or otherwise altered. For example, thefrequency of the sounds that are generated may be more representative ofwhite noise.

FIG. 5A is a top-down view of a propeller blade 500 with propeller bladetreatments, according to an implementation. In this example, thepropeller blade treatments are in the form of fringes 503, 505 thatextend from the trailing edge 507 of the propeller blade 500A. Thefringes may be formed of any variety of materials and some fringes maybe formed from materials that are different than other fringes. Forexample, the fringes may be formed of an elastic material, a rigidmaterial like a ceramic or carbon composite, a porous material, fabricmaterial, feathers, a fibrous material, leather, fur, synthetic-fabricmaterials, fibers, etc.

As illustrated, the length, size, and/or shape of the fringes 503, 505may vary. For example, longer and/or narrower fringes 505A may bepositioned toward the hub 501 of the propeller blade 500A, larger and/orwider fringes 505AA may be positioned toward a center of the trailingedge of the propeller blade 500A, and smaller fringes 503A may bepositioned toward a tip of the propeller blade 500. Likewise, in someimplementations, the density or number of fringes may vary along thelength of the propeller blade 500. Referring to the expanded view 513,the fringes may be formed of numerous fibers that extend from thetrailing edge 507 of the propeller blade 500. The fibers may be frayedor diffused at the end of each fiber, in a manner similar to thatillustrated in the expanded view 513.

The fringes, such as the fibers, can move in the air as the propellerrotates, disrupting and/or smoothing the flow of air as the propellerblade 500A passes through the air. The disrupted and/or smoothed airresults in less and/or different sound being generated by the propelleras it rotates. Likewise, the fringes and/or the frays extending from theend of the fringes 505 also absorb some of the sound generated by thepropeller rotating through the air, thereby decreasing the total soundgenerated by the propeller blade. In some implementations, the fringesmay be formed such that they can move in a vertical direction as thepropeller rotates but the horizontal direction of the fringes may belimited. For example, the fibers of a fringe may be configured to flexin a vertical direction with a rotation of the propeller blade and flexin a horizontal direction to a position in which the fringes are alignedwith a rotational direction of the propeller blade.

The fringes 505, when extended beyond the trailing edge of the propellerblade, may create additional drag as the propeller rotates, requiringadditional power to rotate the propeller at a commanded speed.Accordingly, in some implementations, the fringes 505 may be adjustablesuch that they can be moved between an extended position in which thefringes extend beyond the trailing edge 507 of the propeller blade and aretracted position in which the fringes are retracted, at leastpartially, into the propeller blade. Likewise, in some implementations,some fringes may be moved independently of other fringes on thepropeller blade 500.

In one implementation, the propeller blade treatment adjustmentcontroller 511 may be configured to adjust the position of the fringes503, 505. For example, the propeller blade treatment adjustmentcontroller 511 may include a drive mechanism, such as a servo motor,that can rotate or adjust a position of an adjustment component 512 thatextends along the trailing edge 507 of the propeller blade 500. Theadjustment component 512 may be internal to the propeller blade 500. Insome implementations, the adjustment component may be a cylinder or aseries of cylinders that can be rotated in either direction. Theinternal ends of the fringes may be attached to a cylinder and thepropeller blade treatment adjustment controller 511 may utilize thedrive mechanism to rotate one or more of the cylinders to either extendor retract the fringes 503, 505. When the cylinders are rotated in afirst direction, the fringes roll-up or wrap around the cylinders into aretracted position within the propeller blade. When the cylinders arerotated in a second direction, the fringes 503, 505 extend or unwrapfrom the cylinders into an extended position beyond the trailing edge ofthe propeller blade 500.

In FIG. 5A, all of the fringes 503A, 505A, 505AA are in an extendedposition. When in the extended position, the sound generated by thepropeller blade may be dampened by the fringes, but the power requiredto rotate the propeller blade may be increased due to the added dragfrom the extended fringes. In comparison, referring to FIG. 5B, thefringes 505B and fringes 505BB that are closer toward the hub of thepropeller blade and the center of the propeller blade are retracted intothe propeller blade 500B and the fringes 503B remain in the extendedposition. In such a configuration, the sound generated by the tipvortices and/or turbulent flows that are shed from the tip of the bladeare dampened by the extended fringes 503B but the drag resulting fromextended fringes is reduced by retracting the fringes 505B, 505BB.

Referring now to FIG. 5C, all three sets of fringes 505C, 505CC, and503C of the propeller blade 500C are in the retracted position. Byretracting all of the fringes 503C, 505C, and 505CC, the drag on thepropeller blade 500C is further reduced, thereby reducing the powerrequired to rotate the propeller. However, the sound generated by thepropeller blade 500C may be louder because the fringes are not extendedto dampen the sound generated as the propeller passes through the air.

In comparing the configurations of FIGS. 5A, 5B, and 5C, assuming thepropeller blades 500A, 500B, 500C are rotating at the same speed (andall other factors being equal—wind, air pressure, etc.), the total soundgenerated by the rotation of propeller blade 500A (FIG. 5A) is less thanand/or different than the total sound generated by the rotation ofpropeller blade 500B (FIG. 5B). Likewise, the sound generated by therotation of propeller blade 500B is less than and/or different than thesound generated by the rotation of propeller blade 500C (FIG. 5C).However, the power needed to rotate propeller blade 500A to generate adesired lift and/or thrust is higher than the power needed to rotatepropeller blade 500B to generate the same desired lift and/or thrust.Likewise, the power needed to rotate propeller 500B to generate thedesired lift and/or thrust is higher than the power needed to rotatepropeller blade 500C to generate the same desired lift and/or thrust.

FIG. 5D illustrates a top-down view of a propeller blade 580 thatincludes both serrations 582 along the leading edge 595 of the propellerblade 580 and fringes 583, 585 extending from the trailing edge of thepropeller blade 500D. Depending on the configuration, the propellerblade 580 may also include one or more of a propeller blade treatmentadjustment controller 581, power supply 586, solar panels 593, wirelesscommunication component 588, a drive mechanism 584, an adjustment arm590 that may be used to adjust and/or extend or retract the serrations582, and/or an adjustment controller 592 that may be used to extend orretract the fringes 583, 585.

In the described implementations, the aerial vehicle can determine whenefficiency of power is of higher importance and when reduction oralteration of sound is of higher importance and adjust the serrations582, and/or the fringes 583, 585 accordingly. For example, when theaerial vehicle is at a high altitude (e.g., in transit between twolocations), power efficiency may be more important than sound dampeningor other alteration, and the aerial vehicle control system may cause theserrations 582 and/or the fringes 583, 585 to be retracted. Incomparison, when the UAV is below a defined altitude (e.g., 50 feet), itmay determine that sound dampening or other alteration is more importantand cause the serrations 582 and/or the fringes 583, 585 to extend,thereby reducing and/or otherwise altering the sound generated by therotation of the propellers but increasing the power needed to rotate thepropellers and generate the required thrust or lift. Sound dampening oralteration may be of higher importance at lower altitudes because theUAV may be entering areas that are populated by humans, such as todeliver a package to a human's residence.

In some implementations, the serrations 582, and/or fringes 583, 585 maybe adjusted as the aerial vehicle changes altitude. For example, as theaerial vehicle begins to descend, the serrations 582 may be extendedfirst to initially dampen, reduce, and/or otherwise alter the soundgenerated by the rotation of the propeller. As the aerial vehiclecontinues to descend, the fringes 583 toward the tip of the propellerblade may be extended to dampen, reduce, and/or otherwise alter thesound generated by the shed tip vortices and/or turbulent flows.Finally, as the aerial vehicle continues to descend, the fringes 585 maybe extended to dampen, reduce, and/or otherwise alter the soundgenerated as the propeller blade passes through the air. Byprogressively extending the serrations 582 and fringes 583, 585, thepower to sound alteration ratio is adjusted as the aerial vehicleapproaches lower altitudes, thereby conserving power while alteringsound as needed. In a similar manner, the fringes 583, 585 andserrations 582 may be retracted as the aerial vehicle ascends to higheraltitudes, thereby reducing the power needed to rotate the propellersand generate the desired lift or thrust.

In some implementations, as discussed below, one or more sensorspositioned on the propeller or the aerial vehicle may measure soundgenerated at or around the aerial vehicle and the serrations 582 and/orfringes 583, 585 may be extended or retracted based on the measuredsounds. For example, an allowable sound level and/or frequency spectrumfor the aerial vehicle may be defined. As the sound measured by theaerial vehicle reaches the allowable sound level or frequency spectrum,the serrations 582, and/or fringes 583, 585 may be extended to dampen,reduce, and/or otherwise alter the sound generated by the aerialvehicle, such as by altering the frequency spectrum of the producedsound. In some implementations, the allowable sound level or frequencyspectrum may vary depending on, for example, the altitude of the aerialvehicle, and/or the position of the aerial vehicle. For example, whenthe aerial vehicle is at lower altitudes and/or in areas populated byhumans, the allowable sound level may be lower than when the aerialvehicle is at higher altitudes and/or in areas not populated by humans.

FIG. 6A is a top-down view of an upper side of propeller blade 600A withpropeller blade treatments, according to an implementation. Likewise,FIG. 6B is a view of a lower side of a propeller blade 600B withpropeller blade treatments, according to an implementation. In theexamples illustrated in FIGS. 6A and 6B, the propeller blade treatmentsare sound dampening materials 615, 617 affixed to the surface area ofthe propeller blade. In some implementations, the sound dampeningmaterial 615 may only be affixed to the upper side of the propellerblade 600A, as illustrated in FIG. 6A. In other implementations, thesound dampening material 617 may only be affixed to the lower side ofthe propeller blade 600B. In still other implementations, the sounddampening material may be affixed to both the upper side of thepropeller blade 600A and the lower side of the propeller blade 600B.

In some implementations, the sound dampening material may be affixed toonly a portion of the upper side of the propeller blade 600A and/oraffixed to only a portion of the lower side of the propeller blade 600B.Likewise, different types of sound dampening materials may be affixed todifferent portions of the surface areas of the propeller blade. Forexample, one type of sound dampening material 615 may be affixed to someor all of the upper side of the propeller blade 600A and another type ofsound dampening material 617 may be affixed to some or all of the lowerside of the propeller blade 600B. In still other implementations,multiple types of sound dampening materials may be affixed to either, orboth, the upper side of the propeller blade 600A or the lower side ofthe propeller blade 600B. Finally, in some implementations, the sounddampening material may extend between the upper side of the propellerblade 600A and the lower side of the propeller blade 600B covering allor a portion of the leading edge 605, covering all or a portion of thetrailing edge 607, and/or covering all or a portion of the hub 601. Thesound dampening material may be the only propeller blade treatmentutilized. In other implementations, the sound dampening material may beused in conjunction with other propeller blade treatments.

Any size, type, density, or variation of sound dampening material may beutilized with the implementations discussed herein. For example, thesound dampening materials 615, 617 may be feathers, flocking, velvet,satin, cotton, rayon, nylon, suede, synthetic fibers, rope, hemp, silk,etc. In general, the sound dampening material may be any form ofmaterial that dampens, reduces, absorbs, and/or otherwise alters soundgenerated by the rotation of the propeller blade as it passes throughthe air.

In the example illustrated in FIGS. 6A and 6B, the sound dampeningmaterial 615 affixed to the upper side of the propeller blade 600A is afirst type of sound dampening material and the sound dampening material617 affixed to the lower side of the propeller blade 600B is a secondtype of sound dampening material. For example, the sound dampeningmaterial 615 may be fibrous material and the sound dampening material617 on the lower side of the propeller blade are down feathers. The downfeather sound dampening material 617 may include actual down feathers.Alternatively, some or all of the sound dampening material 617 may be asynthetic material that has sound dampening properties similar to thatof down feathers. Likewise, as illustrated, the size and/or shape of thesound dampening material may vary over the surface area of the propellerblade 600. The sound dampening material may be affixed to the propellerblade and/or otherwise incorporated into the propeller blade.

FIG. 6C is a top-down view of a propeller blade 600C that includesmultiple types of propeller blade treatments, according to animplementation. In this example, the propeller blade 600C includespropeller blade treatments in the form of serrations 602 extending alongthe leading edge of the propeller blade 600C, fringes 613 extending fromthe trailing edge 607, and sound dampening material 615 affixed to thesurface area 609 of the propeller blade 600C.

As discussed above, either or both of the serrations 602 and the fringes613 may be active such that a propeller blade treatment adjustmentcontroller can extend, retract, or otherwise alter the position of theserrations 602 and/or the fringes 613. In some implementations, when theserrations 602 are extended, as discussed above, the air is separated inthe channels passing between the serrations 602 and forms smallervortices and/or turbulent flows that move along the surface area 609 ofthe propeller blade 600C. These smaller vortices and/or turbulent flowsproduce a softer, less tonal, whiter total sound than larger vorticesand/or turbulent flows formed when the serrations are retracted (ornon-existent). Likewise, the smaller vortices and/or turbulent flowsvary in frequency generating a total sound that is more representativeof white noise, or other broadband noise.

Likewise, the sound dampening material 615 affixed to the surface area(the upper surface area and/or the lower surface area) of the propellerblade 600C absorbs, scatters, and/or otherwise alters some of the soundgenerated by the smaller vortices, especially those having a higherfrequency. The absorption and/or other alteration of sound generated bythe smaller vortices and/or turbulent flows further dampens, reduces,and/or otherwise alters the total sound generated by the propeller asthe propeller passes through the air. Finally, the fringes 613 furtherdisrupt the air, breaking down the smaller vortices and/or smoothingturbulent flows of the air as the propeller passes through the air. Thedisruption and/or smoothing of the air by the fringes 613 still furtherdampens, reduces, and/or otherwise alters the sound generated by thepropeller blade as it rotates through the air.

FIG. 7 is a top-down view of a propeller blade 700 with still anotherconfiguration of propeller blade treatments, according to animplementation. In FIG. 7, the propeller blade includes serrations 702extending along the leading edge 705 of the propeller blade, fringes 713extending from the trailing edge 707 of the propeller blade and multipletypes of sound dampening materials 715, 717, 719 affixed to the surfacearea of the propeller blade 700, which includes either or both the upperside or the lower side of the propeller blade. Like the other examples,in some implementations, either or both of the serrations 702 and/or thefringes 713 may be adjustable between an extended position and aretracted position, or otherwise altered.

The different sound dampening materials 715, 717, 719 may be selectedbased on characteristics of the propeller, such as the total soundspectrum, the size, and/or shape of the propeller, the pitch of thepropeller blade, etc. In this example, a first sound dampening material715 is affixed to a first portion of the surface area of the propellerblade 700 nearest the hub 701 of the propeller blade. A second sounddampening material 717 is affixed to the central portion of the surfacearea of the propeller blade, and a third sound dampening material 719 isaffixed to the surface area nearest the tip of the propeller blade 700.In this configuration, the third sound dampening material 719 may havethe highest sound dampening properties but cause the greatest amount ofadditional drag on the propeller, thereby requiring additional power torotate the propeller. The second sound dampening material 717 may havethe second highest sound dampening properties and the second highestamount of drag. Finally, the first sound dampening material 715 may havethe least amount of sound dampening material and the least amount ofdrag.

By selecting different sound dampening materials for different portionsof the surface area, the power requirements and sound dampeningproperties may be balanced or otherwise tailored. For example, the soundgenerated from the area near the tip of the propeller blade is generallylouder than the sound generated from the area of the propeller bladenearest the hub 701, because the tip of the propeller blade is rotatingfaster. As such, sound dampening materials with higher dampeningproperties may be placed toward the tip of the propeller blade to dampenthe sound to a desired level. In comparison, a sound dampening material715 may be used closer to the hub that will generate less drag but stilldampen, reduce, and/or otherwise alter the sound generated from thatportion of the propeller blade to a desirable level.

As will be appreciated, any number, type, and/or combination ofpropeller blade treatments, from serrations, sound dampening materials,to fringes may be used alone or in combination to dampen or otherwisealter sound generated by rotation of a propeller blade. As discussedabove, altering the sound may include, but is not limited to, altering afrequency spectrum of the sound, generating an anti-sound, dampening thesound, etc.

FIG. 8A is a top-down view of a propeller blade 800 with a plurality ofpropeller blade treatments, according to an implementation. In thisexample, the propeller blade treatments are incorporated into thepropeller blade in the form of dimples or indentations 802 into thesurface area of the propeller blade. The indentations 802 on thepropeller blade 800 may be positioned on the leading edge 805 of thepropeller blade 800, on the trailing edge 807, on the tip 803, and/or onthe upper side and/or lower side of the surface area 809 of thepropeller blade 800. The indentations 802 may be of any shape, size,pattern, and/or density. For example, the indentations 802 may be moredensely positioned at the tip of the propeller blade and less densetoward the middle of the propeller blade 800. In other implementations,the indentations 802 may be larger in size and/or depth toward the tip803 of the propeller blade 800 than toward the middle of the propellerblade 800. Alternatively, as illustrated, the indentations 802 may besmaller in size and/or depth toward the tip of the propeller blade thantoward the central portion of the propeller blade 800. For example, asillustrated in the expanded view, in one implementation, theindentations 802-2 toward the tip of the propeller blade may have awidth of approximately 1.0 mm and a depth of approximately 0.5 mm. Incomparison, the indentations 802-1 toward the central portion of thepropeller blade may have a width of approximately 5.0 mm and a depth ofapproximately 1.0 mm.

In addition to varying the size of the indentations, the shape of theindentations may likewise vary. For example, as illustrated in theexpanded view, the indentations may be in the shape of an octagon 802-3,a triangle 802-4, a hexagon 802-5, a parallelogram 802-6, a semi-circle802-7, an irregular shape 802-8, an oval 802-9, a circle 802-10, atrapezoid, a parallelogram, a rhomboid, a square, a rectangle, or ageneral quadrilateral, or any other shape, such as a polygon shape, thatcan be formed into the surface area of the propeller blade 800.

In some implementations, the indentations 802 may be randomly positionedalong the surface area of the propeller blade 800. In otherimplementations, some or all of the indentations 802 may be positionedto form one or more regular or irregular patterns. For example, a firstset 811-1 of indentations 802 are aligned to form a first pattern, asecond set 811-2 of indentations 802 are aligned to form a secondpattern, and a third set 811-3 of indentations 802 are aligned to form athird pattern along the surface area of the propeller blade. In thisexample, the sets 811-1-811-3 of indentations arranged in patterns aredesigned to create air-flow channels that route air over theindentations as the propeller passes through the air. The channeled aircreates a first predictable sound. In a similar manner, indentations onanother propeller blade of the aerial vehicle may be arranged indifferent patterns to create a second predictable sound. The secondsound may be an anti-sound to the first sound such that when the firstsound and the second sound combine they cause destructive interferenceand cancel each other out, thereby reducing and/or otherwise alteringthe total sound generated by the aerial vehicle. In otherimplementations, the designs of the indentations may also be formed togenerate other predicted sounds that may be used as anti-sounds forother aerial vehicle created sounds, such as sounds created by a motorof the aerial vehicle.

The indentations 802 on the propeller blade 800 alter the airflow overthe blade and/or cause turbulence. Specifically, the indentations 802cause the air to remain attached to the surface area of the propellerblade 800 for a longer period of time, thereby reducing and/or otherwisealtering the wake and tip vortices caused by the rotation of thepropeller through the air. Altering the wake and tip vortices, and thecreated turbulence, alters the sound generated by the propeller as itrotates and passes through the air. Likewise, the improved airflow andattachment of the air to the propeller blade allows the aerial vehicleto operate a higher angles of attack and/or higher speeds before theperformance of the propeller blade is impacted.

FIG. 8B is a top-down view of a propeller blade 850 with a plurality ofpropeller blade treatments, according to an implementation. In thisexample, the propeller blade treatments are incorporated into thepropeller blade in the form of protrusions 852 or bumps on the surfaceof the propeller blade 850. The protrusions 852 on the propeller blade850 may be positioned on the leading edge 855 of the propeller blade850, on the trailing edge 857, on the tip 853, and/or on the upperand/or lower surface area 859 of the propeller blade 850. In thisexample, the protrusions 852 on the propeller blade 850 may be of anyshape, size, pattern, and/or density. For example, the propeller bladetreatments may be more densely positioned at the tip of the propellerblade and less dense toward the middle of the propeller blade 850. Thepropeller blade treatments 852 may be larger in size and/or heighttoward the tip 853 of the propeller blade 850 than toward the middle ofthe propeller blade 850. Alternatively, as illustrated, the protrusions852 may be smaller in size and/or height toward the tip of the propellerblade than toward the central portion of the propeller blade 850. Forexample, as illustrated in the expanded view, in one implementation, theprotrusions 852-2 toward the tip of the propeller blade may have a widthof approximately 1 mm and a height above the surface area 859 ofapproximately 0.5 mm. In comparison, the protrusions 852-1 toward thecentral portion of the propeller blade 850 may have a width ofapproximately 5.0 mm and a height of approximately 1.0 mm.

In addition to varying the size of the protrusions, the shape of theprotrusions may likewise vary. For example, as illustrated in theexpanded view, the protrusions may be in the shape of an octagon 852-3,a triangle 852-4, a hexagon 852-5, a parallelogram 852-6, a semi-circle852-7, an irregular shape 852-8, an oval 852-9, a circle 852-10, atrapezoid, a parallelogram, a rhomboid, a square, a rectangle, or ageneral quadrilateral, and/or any other shape, such as a polygon shape,that can be formed on the surface area of the propeller blade 850.

In some implementations, the protrusions 852 may be randomly positionedalong the surface area of the propeller blade 850. In otherimplementations, some or all of the protrusions 852 may be positioned toform one or more regular or irregular patterns. The protrusions 852 onthe propeller blade 850 alter the airflow over the blade and causeturbulence.

Similar to the other examples of propeller blades with propeller bladetreatments, the propeller blades 800, 850 may be fabricated and testedto generate particular sound profiles when rotating. Differentpropellers may be used on the same aerial vehicle and selected such thatthe sounds generated by the rotation of the propellers cause destructiveinterface with each other and/or with other sounds generated by or nearthe aerial vehicle. The resulting net effect of the sounds is thusdampened, reduced, and/or otherwise altered.

FIG. 8C is a top-down view of a propeller blade 800C with multiplepropeller blade treatments, according to an implementation. In thisexample, the propeller blade 800C includes propeller blade treatments inthe form of serrations 862 extending along the leading edge of thepropeller blade 800C, fringes 863, 865 extending from the trailing edgeof the propeller blade, protrusions 869, a first set 861-1 ofindentations arranged in a first pattern, a first sound dampeningmaterial 867, a second set 861-2 of indentations arranged in a secondpattern, a second sound dampening material 875, a third set 861-3 ofindentations arranged in a third pattern, and a third sound dampeningmaterial 857.

Similar to the above discussion, some or all of the propeller bladetreatments, such as the serrations, fringes, etc., may be fixed oradjustable. In this example, the serrations 862 extend along the leadingedge of the propeller blade and may be extended or retracted under thecontrol of a propeller blade treatment adjustment controller. Thefringes 865, 863 extend along the trailing edge of the propeller bladeand may likewise be extended or retracted under control of the propellerblade treatment adjustment controller. The three sets, 861-1, 861-2,861-3, of indentations arranged in patterns are positioned in-line witha rotation of the propeller blade 800C and spaced a defined distanceapart along the propeller blade 800C. The protrusions are positionedbetween the hub 860 and the first set 861-1 of indentations. The firstsound dampening material is affixed to the surface area between thefirst set 861-1 of indentations and the second set 861-2 ofindentations. The second sound dampening material 875 is affixed to thesurface area between the second set 861-2 of indentations and the thirdset 861-3 of indentations. The third sound dampening material ispositioned between the third set 861-3 of indentations and the tip ofthe propeller blade.

While the example illustrated in FIG. 8C shows an upper side of thepropeller blade 800C, it will be appreciated that a similar, ordifferent, arrangement of propeller blade treatments may be affixed tothe lower side of the propeller blade. Alternatively, the lower side ofthe propeller blade may not include any propeller blade treatments or itmay only include one type of propeller blade treatment, such as a sounddampening material. Any type, number, and/or arrangement of propellerblade treatments may be affixed to any portion of the propeller blade togenerate different sounds, alter frequency spectra, dampen sound, and/orgenerate anti-sounds. Likewise, while the discussion above has describedthat the serrations and/or the fringes may be active, in someimplementations, other types of propeller blade treatments may also beactive.

For example, FIG. 9A is a top-down view of a propeller blade 900 thatincludes a plurality of propeller blade treatments 902, according to animplementation. In this example, the propeller blade treatments may beactuated and moved from a first position to a second position. Forexample, each of the propeller blade treatments may includepiezoelectric actuators that are individually addressable by thepropeller blade treatment adjustment controller 911 such that theactuators can be activated or deactivated by instructions from thepropeller blade treatment adjustment controller 911. When a propellerblade treatment is activated, the actuator expands causing the propellerblade treatment 902 to protrude from the surface of the propeller blade900, forming a protrusion, as discussed above. When the propeller bladetreatment 902 is deactivated, the actuator retracts causing thepropeller blade treatment 902 to contract toward the surface of thepropeller blade 900.

The propeller blade treatments 902 on the propeller blade 900 may bepositioned on the leading edge 905, the trailing edge 907, the tip 903,and/or on the upper and/or lower surface area 909 of the propeller blade900. Likewise, the propeller blade treatments may be of any shape, size,pattern, and/or density. For example, the propeller blade treatments maybe more densely positioned at the tip of the propeller blade and lessdense toward the middle of the surface area of the propeller blade 900.In other implementations, the propeller blade treatments 902 may belarger and/or protrude further from the surface area near the tip 903 ofthe propeller blade 900 than toward the middle of the propeller blade900. In still other implementations, the propeller blade treatments 902,when activated, may move inward forming indentations, such as thosediscussed above.

FIG. 9B illustrates a side-view of a portion of a propeller bladeillustrating a first position when the propeller blade treatments 902-1,902-2, 902-3 are not activated and are approximately in a same plane asthe surface of the propeller blade. In a second mode, the actuators ofpropeller blade treatments 902-2 and 902-3 have been activated causingthe propeller blade treatments to protrude from the surface area of thepropeller blade 900, while propeller blade treatment 902-1 has not beenactivated and remains approximately in the same plane as the surfacearea of the propeller blade 900. In some implementations, as illustratedin FIG. 9B, the propeller blade treatments may be aligned in a patternon the upper side of the surface area of the propeller blade and/or onthe lower side of the propeller blade. In other implementations, asillustrated in FIG. 9C, the positioning of the propeller bladetreatments on the upper side of the propeller blade 900 may be offsetwith respect to the position of the propeller blade treatments on thelower side of the propeller blade 900. For example, FIG. 9C illustratesthe propeller blade treatments 902-4, 902-5, 902-6, 902-7, and 902-8positioned in an offset matter. When the propeller blade treatments902-4, 902-5, 902-6, 902-7, and 902-8 are in a first position andretracted, they are approximately in a same plane as the propellerblade. However, as illustrated, when propeller blade treatments 902-4,902-5, and 902-6 are activated, they protrude from the surface area ofthe propeller blade. Likewise, as illustrated, the propeller bladetreatments 902-4, 902-5, and 902-8 on the upper side of the propellerblade are offset with respect to the propeller blade treatments 902-6and 902-7 positioned on the underneath side of the propeller blade 900.

By individually activating and deactivating the propeller bladetreatments, a multitude of different surface area patterns, and thusresulting sounds, may be generated by the same propeller. Likewise, byactivating certain propeller blade treatments and not activating others,different patterns may be formed on the propeller blade to control orchannel the airflow over the blade, thereby altering the sound generatedby the propeller blade as the propeller is rotating. For example,referring to FIG. 10, illustrated is a partial view of an upper side ofthe surface area of a propeller blade 1000, according to animplementation. Continuing with the example discussed with respect toFIGS. 9A-9C, the propeller blade treatments 1002 include piezoelectricactuators that may be individually activated or deactivated to alter theshape of the propeller blade treatments. In this example, by activatingthe propeller blade treatments in the row aligned with propeller bladetreatment 1002-10, activating the propeller blade treatments in the rowaligned with propeller blade treatment 1002-11, and not activating thepropeller blade treatments in the row aligned with propeller bladetreatment 1002-9, a channel is formed between the two rows of activatedpropeller blade treatments. This pattern results in increased airflowpassing through the channel, thereby altering the sound generated by thepropeller blade as it rotates.

FIG. 11A is a top-view and a side-view of a propeller blade 1100 thatincludes a propeller blade treatment 1102-1, according to animplementation. In this example, the propeller blade treatment 1102-1 isan inflatable bladder that extends along the leading edge 1105 of thepropeller blade. When the propeller blade treatment 1102-1 is in a firstposition, it is deflated and retracted against the leading edge 1105 ofthe propeller blade such that it is substantially in line with thepropeller blade, as illustrated in FIG. 11A.

To alter the position of the propeller blade treatment 1102 from thefirst position, illustrated in FIG. 11A, to a second position,illustrated in FIG. 11B, the propeller blade treatment adjustmentcontroller 1111 causes the propeller blade treatment 1102-1 to inflate.When the propeller blade treatment inflates, it expands in a directionthat includes a vertical and/or horizontal component with respect to thesurface area 1109 of the propeller blade 1100. For example, asillustrated in the side view of FIG. 11B, the propeller blade treatment1102-1 expands out of the plane of the surface area 1109 of thepropeller blade 1100. This altered shape of the propeller blade disruptsthe airflow as it passes over the propeller blade, thereby changing thesound generated by the propeller blade as the propeller rotates.

The propeller blade treatment 1102 illustrated in FIG. 11A and FIG. 11Bmay be of any type of expandable or flexible material. Likewise, whilethis example illustrates the propeller blade treatment 1102 extendingalong the leading edge, in other implementations, the propeller bladetreatment 1102 may be at other positions and/or orientations along thepropeller blade. Similar to the other propeller blades discussed hereinin which the propeller blade treatment may be moved between a firstposition and a second position, the propeller will generate differentsounds when the propeller blade treatments are at different positions.In this example, the propeller blade may be capable of generatingmultiple different sounds as it rotates, depending on the amount ofinflation of the propeller blade treatment 1102-1. For example, thepropeller blade 1100 may generate a first sound when rotating and thepropeller blade treatment 1102-1 is in a first position (e.g., notinflated), generate a second sound when rotating and the propeller bladetreatment 1102-1 is in a second position (e.g., 50% inflated), andgenerate a third sound when the propeller is rotating and the propellerblade treatment 1102-1 is in a third position (e.g., 100% inflated). Byvarying the amount of inflation, and thus the shape of the propellerblade treatment, different sounds may be generated by the propellerblade 1100 as the propeller rotates.

FIGS. 12A and 12B are top-down views of a propeller blade 1200, 1250,according to an implementation. In the examples illustrated in FIGS. 12Aand 12B, a portion of the surface area of the propeller blades has beenremoved. Referring first to FIG. 12A, the propeller blade includes a hub1201, a tip 1203, a leading edge 1205 that extends between the hub 1201and the tip, and a trailing edge 1207 that extends between the hub 1201and the tip. With the exception of the segments 1212-1, 1212-2, and1212-3, the surface area of the propeller blade has been removed. Withthe removed surface area, air is able to pass through the propellerblade as it rotates and the weight of the propeller blade is reduced.The leading edge 1205, trailing edge 1207, and remaining segments1212-1, 1212-2, and 1212-3 produce the commanded lift.

As illustrated in FIG. 12B, one or more propeller blade treatments maybe included on the propeller blade 1250 to alter the sound generatedwhen the propeller blade is rotating. For example, serrations 1252 maybe included in the leading edge 1205 of the propeller blade, along theleading edge of the segment 1212-1 and/or along the edges of segments1212-2, 1212-3. Likewise, fringes may be included that extend from thetrailing edge 1207 and/or from the trailing edge of segment 1212-1.Sound dampening material may be included on the surface area of segments1212-1, 1212-2, and 1212-3, which may include either or both the uppersurface area or the lower surface area of the segments 1212-1, 1212-2,and 1212-3.

Eliminating portions of the surface area of the propeller blade 1250 andincluding additional propeller blade treatments on the remainingsegments of the propeller blade 1250 further alters the sound profile ofthe propeller blade. For example, when the propeller is rotating, theair is channeled through the serrations 1252 on the leading edge of thepropeller and forms small vortices and/or turbulent flows. Rather thansmall vortices and/or turbulent flows traveling across the surface areaof the propeller, some of the vortices and/or turbulent flows passthrough the opening in the surface area and are channeled through theserrations 1252 extending from the leading edge of the segment 1212-1.The smaller vortices and/or turbulent flows passing through theserrations on the leading edge of the segment 1212-1 of the surface areaare further disrupted by the serrations and then absorbed by the sounddampening material affixed to the surface area of the segment 1212-1.Similar disruptions and/or absorptions are realized on the segments1212-2, 1212-3. Finally, vortices and/or turbulent flows that are notabsorbed are smoothed by the fringes 1253 extending from the trailingedge of the propeller. The combined effects of the opening in thepropeller blade and the propeller blade treatment dampens, reduces,and/or otherwise alters the total sound generated by the propeller bladeas the propeller blade rotates through the air.

FIGS. 13A-13C are side-views of a propeller blade, according to animplementation. In these examples, rather than the propeller blade beinglinearly designed, the propeller blades include one or more deviations,bends, or joints. By altering the plane or shape of the propeller blade,the sound generated by the propeller when rotating is altered. Forexample, a propeller blade having a first shape, such as thatillustrated in FIG. 13A, will generate a sound at a first most prominentfrequency. A propeller blade having a second shape, such as thatillustrated in FIG. 13B, will generate a sound at a second mostprominent frequency. A propeller blade having a third shape, such asthat illustrated in FIG. 13C, will generate a sound at a third mostprominent frequency. By utilizing combinations of different shapedpropellers having the same or different propeller blade treatments onthe same aerial vehicle, some of the sounds generated by some of thepropeller blades will cause destructive interference with soundsgenerated by other propeller blades, thereby reducing and/or otherwisealtering the total sound generated by operation of the aerial vehicle.Likewise, some of the propeller blades may generate sounds that act asanti-sounds with respect to other sounds (e.g., motor sounds) generatedduring operation of the aerial vehicle.

In FIG. 13A the propeller blade 1300 includes a bend in the Y directionout of the plane of the propeller blade 1300 in an upward direction. Assuch, the propeller blade 1300 includes a first segment 1301 and asecond segment 1304 that form a peak 1305 between the hub of thepropeller blade and the tip 1303 of the propeller blade.

In FIG. 13B, the propeller blade 1310 includes a bend in the Y directionout of the plane of the propeller blade 1300 in a downward direction. Assuch, the propeller blade 1310 includes a first segment 1311 and asecond segment 1314 that form a valley 1315 between the hub of thepropeller blade and the tip 1313 of the propeller blade.

In FIG. 13C, the propeller blade 1320 includes a first bend in the Ydirection out of the plane of the propeller blade 1320 in an upwarddirection and a second bend in the Y direction out of plane in adownward direction. As such, the propeller blade 1320 includes a firstsegment 1321 and a second segment 1324 that form a peak 1325 between thehub of the propeller blade and the tip 1323 of the propeller blade. Inthis example, the propeller blade 1320 also includes a first joint 1327at which the propeller blade 1320 is altered to form a valley betweenthe second segment 1324 and a third segment 1326 and a second joint 1329that alters the angle of the propeller blade between the third segment1326 and a fourth segment 1328.

While the examples illustrated in FIGS. 13A-13C describe altering theshape of the propeller blade in a Y direction, in other implementations,the propeller blade shape may be altered in the X direction, the Zdirection, and/or any combination of the X, Y, and Z directions togenerate different sounds and/or different frequency spectra. Asdiscussed above, when a propeller blade is fabricated, it may be testedto determine a sound profile. Different shaped propellers with differentsound profiles may be used on the same aerial vehicle to generatedifferent sounds that dampen, reduce, and/or otherwise alter a totalsound of the aerial vehicle.

In some implementations, different shaped propeller blades may also becombined with one or more of the propeller blade treatments discussedabove. For example, if a propeller includes two propeller blades, eachpropeller blade may have a different shape and/or different types ofpropeller blade treatments. For example, one of the propeller blades mayhave a first propeller blade shape and include propeller bladetreatments that generate a first sound. The second propeller blade,which may have a different propeller blade shape and/or includedifferent propeller blade treatments, may generate a second sound thatwill cause destructive or constructive interference with the first sound(i.e., an anti-sound).

As discussed, propeller blades with different propeller blade treatmentsand/or different shapes generate different sounds at differentrotational speeds because the airflow over the propeller blade isdisrupted by the different propeller blade treatments and/or shapes.Lifting forces generated by the propeller blade may also vary dependingon the size, shape, number, and/or position of the propeller bladetreatments and/or the shape of the propeller blade. Likewise, the powerrequired to rotate the propeller to generate a commanded lifting forcemay also vary depending on the size, shape, number, and/or position ofthe propeller blade treatments and/or the shape of the propeller blade.For example, if there are multiple propeller blade treatments on theleading edge of the propeller blade, the power required to rotate thepropeller to generate a desired lift and/or thrust may be increased ordecreased due to the additional drag caused by the propeller bladetreatments.

The propeller blade treatment adjustment controller may consider thelifting force to be generated, the anti-sound to be generated, theallowable sound level for the aerial vehicle, and the correspondingpower requirements, to determine positions for adjustable propellerblade treatments. For example, a propeller rotating at a first speedwith adjustable propeller blade treatments in a first position maygenerate a first sound, a first lifting force, and draw a first amountof power. Likewise, the same propeller blade with the propeller bladetreatments in a second position and rotating at the same speed maygenerate a second sound, generate the same lifting force, but require adifferent amount of power. Likewise, placing the propeller bladetreatments in a third position and rotating the propeller blade at thesame speed may generate the third sound, a different lifting force, andrequire yet another amount of power. The combinations of propeller bladetreatment positions, rotational speeds, resulting lifting forces,sounds, and power requirements that may be selected for use in aeriallynavigating the aerial vehicle and generating a desired sound areessentially unbounded.

FIG. 14 is a flow diagram illustrating an example process 1400 foractive sound control, according to an implementation. This process, andeach process described herein, may be implemented by the architecturesdescribed herein or by other architectures. The process is illustratedas a collection of blocks in a logical flow graph. Some of the blocksrepresent operations that can be implemented in hardware, software, or acombination thereof. In the context of software, the blocks representcomputer-executable instructions stored on one or more computer readablemedia that, when executed by one or more processors, perform the recitedoperations. Generally, computer-executable instructions includeroutines, programs, objects, components, data structures, and the likethat perform particular functions or implement particular abstract datatypes.

The computer readable media may include non-transitory computer readablestorage media, which may include hard drives, floppy diskettes, opticaldisks, CD-ROMs, DVDs, read-only memories (ROMs), random access memories(RAMs), EPROMs, EEPROMs, flash memory, magnetic or optical cards,solid-state memory devices, or other types of storage media suitable forstoring electronic instructions. In addition, in some implementations,the computer readable media may include a transitory computer readablesignal (in compressed or uncompressed form). Examples of computerreadable signals, whether modulated using a carrier or not, include, butare not limited to, signals that a computer system hosting or running acomputer program can be configured to access, including signalsdownloaded through the Internet or other networks. Finally, the order inwhich the operations are described is not intended to be construed as alimitation, and any number of the described operations can be combinedin any order and/or in parallel to implement the process.

The example process 1400 may operate independently at each propellerblade and/or may be performed by a central system and propelleradjustment instructions sent by the central system to each of therespective propeller blade treatment adjustment controllers. The exampleprocess 1400 begins when an aerial vehicle that includes one or morepropeller blade treatment adjustment controllers is operational, as in1402. In some implementations, the example process 1400 may only operatewhen the aerial vehicle is airborne and/or the motors are rotating. Inother implementations, the example process 1400 may be active at anytime in which the aerial vehicle is powered.

When the aerial vehicle is operational, sound generated by and/or aroundthe aerial vehicle is measured by a sensor of the aerial vehicle, as in1404. For example, a sensor, such as a microphone, may detect andmeasure sound generated by or around an aerial vehicle. As discussedabove, sensors may be positioned at each propeller and independentlymeasure sounds near those propellers. In other implementations, sensorsmay be positioned on the body of the aerial vehicle and measure allsounds around the aerial vehicle.

In addition to measuring sound, the example process determines the liftto be generated by each of the propellers, as in 1406. The lift for eachpropeller may be determined based on the commanded flight path,navigation instructions, altitude, heading, wind, emergency maneuvers,etc. Likewise, the example process 1400 may determine an allowable soundlevel and/or frequency spectrum that may be generated by the aerialvehicle, as in 1407. The allowable sound level and/or frequency spectrummay be defined for the aerial vehicle based on, for example, theposition of the aerial vehicle, the altitude of the aerial vehicle,environmental conditions, operational conditions, etc. For example, theallowable sound level may be lower when the aerial vehicle is at a lowaltitude and in an area populated by humans. In comparison, theallowable sound level may be higher when the aerial vehicle is at a highaltitude and/or in an area that is not populated by humans. Similarly,the allowable frequency spectrum may be determined based on the area inwhich the aerial vehicle is located, other sounds around the aerialvehicle, etc.

Based on the measured sound, the determined lift for the propeller,and/or the allowable sound level, a position of one or more propellerblade treatments and a rotational speed are selected that will generatea sound and produce the desired amount of lift, as in 1408. For example,the sound may be an anti-sound that is the measured sound with a 180degree phase shift, which is effectively an inverse of the measuredsound. Alternatively, or in addition to positioning the propeller bladetreatments to generate an anti-sound, some propeller blade treatmentpositions may be selected that will dampen or otherwise alter a soundgenerated by the propeller blade. For example, one or more propellerblade treatments, such as serrations on the leading edge of thepropeller blade and/or fringes on the trailing edge, may be moved intoan extended position that will dampen, reduce, and/or otherwise alterthe total sound generated by the rotation of the propeller blade.

As discussed above, there may be multiple positions for propeller bladetreatments of a propeller blade, multiple propeller blade shapes, and/ormultiple rotational speeds that will generate the desired lift andsounds. For example, the aerial vehicle may maintain or be provided atable, similar to Table 1 below, that includes different positions foradjustable propeller blade treatments, sounds profiles, rotationalspeeds, and corresponding lifting forces. Because there are potentiallymultiple configurations of propeller blade treatment positions and/orpropeller blade shapes that will generate a similar sound, the exampleprocess may also consider a power draw for the different positions ofthe propeller blade treatments and/or propeller blade shapes that willgenerate the same lifting force at a rotational speed and selectpropeller blade treatment positions and/or propeller blade shapes thatwill generate a particular sound and a commanded lifting force thatrequires the least amount of power. In selecting positions foradjustable propeller blade treatments and/or propeller blade shapes, theaerial vehicle may query one or more stored tables, such as Table 1below, to select a desired configuration of positions for the propellerblade treatments, propeller blade shapes, and rotational speed togenerate the desired sound and lift.

TABLE 1 Propeller PBT-1 PBT-2 PBT-N RPM Lift Power Sound P1 P1 P1 4,500120N 1,000 W 88 dB at 622 Hz P1 P1 P2 2,800  80N   800 W 78 dB at 800 HzP1 P2 P1 4,000 100N   900 W 80 dB at 900 Hz P1 P2 P2 4,300 110N   950 W85 dB at 974 Hz P2 P1 P1 3,000 110N   950 W 88 dB at 622 Hz P2 P1 P22,500  55N   750 W 78 dB at 800 Hz P2 P2 P1 2,800  60N   775 W 80 dB at900 Hz P2 P2 P2 2,900  65N   800 W 85 dB at 974 Hz . . . . . . . . . . .. PN PN PN . . . . . . . . . . . .

Instructions are then sent to cause the positions of the propeller bladetreatments and/or the shape of the propeller blade to be adjusted basedon the selected sound profile and the rotational speed of the propellermotor to be adjusted so that the desired sound and lift are generated bythe propeller, as in 1410. Upon adjustment of the positions of thepropeller blade treatments, the propeller blade shape, and/or therotational speed, and while the aerial vehicle is operational, theexample process 1400 returns to block 1404 and continues.

FIGS. 15A-15D are block diagrams illustrating sound control systemconfigurations in which propeller blades with propeller blade treatmentsare used to generate an anti-sound and/or propeller blades withadjustable propeller blade treatments are used in which the positions ofthe propeller blade treatments are adjusted to generate differentanti-sounds, according to an implementation. Turning first to FIG. 15A,illustrated is a block diagram in which the sound control systemincludes only a propeller blade with propeller blade treatments 1506that cause the propeller blade to generate an anti-sound 1508′ whenrotated. The propeller blade treatments may be stationary, adjustable,or a combination thereof. In the illustrated configuration, sound maynot be measured and the anti-sound generated based on the anticipated orpredicted sound 1508 at or near the aerial vehicle.

In such a configuration, aerial vehicle sounds may be generated andmeasured over a period of time and propeller blades with propeller bladetreatments selected such that the sounds generated by the rotation ofthe propeller blade will dampen, reduce, and/or otherwise alter thesound 1508. By knowing the anticipated sounds of the aerial vehicle, thepositions of the propeller blade adjustments may be selected so that thepropeller will generate sounds 1508′ that combine with or alter thegenerated sound 1508 during aerial vehicle operation. The adjusted sound1508′, when combined with the generated sound 1508, results in a neteffect 1508″ of reduced or no sound generated from that portion of theaerial vehicle. While the example illustrated in FIG. 15A shows a neteffect 1508″ of no sound, in some implementations, the sound may only bereduced or partially suppressed, or otherwise altered, such that the neteffect 1508″ is an altered sound. In other implementations, the soundmay be otherwise modified. For example, rather than suppressing or justreducing the sound, the anti-sound 1508′ may combine with the sound 1508to generate a net effect 1508″ that results in an audible sound that ismore desirable (e.g., has a different frequency spectrum or mostprominent tonal frequency component). During operation of the aerialvehicle, the position of one or more of the propeller blade treatmentsmay periodically change so that the resulting anti-sound can be alteredor adjusted to account for changes in the sound. For example, as theaerial vehicle descends, the generated sound may change and/or the liftto be generated by the propeller may be reduced. To account for thechanges, the position of one or more of the propeller blade treatmentsmay be changed as the rotation of the propeller blade decreases, therebygenerating an altered anti-sound.

FIG. 15B illustrates a block diagram in which the sound control systemsinclude a sensor 1506-1 and a propeller blade treatment adjustmentcontroller 1506-2. In this illustrated configuration, the sound controlsystem utilizes a feed-forward control. In feed-forward, the sensormeasures the sound generated by or around the aerial vehicle and feedsthat sound or the anti-sound forward so that the propeller bladetreatment adjustment controller 1506-2 can select propeller bladetreatment positions and/or a rotational speed that will generate theanti-sound 1508′. This is done without considering the net effect oroutput from the combined measured sound and anti-sound.

Upon receiving the measured sound 1508 or anti-sound 1508′, anddetermining positions for each of the adjustable propeller bladetreatments, the propeller blade treatment adjustment controller 1506-2alters the positions of the propeller blade treatments and/or changesthe rotational speed of the propeller to generate the determinedanti-sound. Similar to FIG. 15A, the anti-sound 1508′, which may be themeasured sound phase shifted 180 degrees, when combined with the sound1508, results in a net effect 1508″ of damped, reduced, or otherwisealtered sound (e.g., no sound) from the area of the UAV where thepropeller and sensor are positioned.

While the example illustrated in FIG. 15B describes that the sensormeasures the sound and provides it to the propeller blade treatmentadjustment controller 1506-2, in other implementations, the sensor1506-1 may provide the measured sound to another computing componentthat determines positions for the propeller blade treatments and/orrotational speed that is to be used to generate a desired anti-sound.That computing component may then provide instructions to the propellerblade treatment adjustment controller 1506-2 to alter the positions ofone or more propeller blade treatments and/or alter the rotational speedof the propeller so that the anti-sound is generated. Likewise, whilethe example illustrated in FIG. 15B shows a net effect 1508″ of nosound, in some implementations, the sound may only be reduced, partiallysuppressed, and/or otherwise altered.

FIG. 15C illustrates a block diagram in which the sound control systemincludes a sensor 1506-1 and a propeller blade treatment adjustmentcontroller 1506-2. In this illustrated configuration, the sound controlsystem utilizes a feedback control. In feedback, the sensor 1506-1measures the output or net effect 1508″ resulting from a combination ofthe sound 1508 and the anti-sound 1508′ generated by the propeller inwhich the propeller blade treatments have been adjusted according to thepropeller blade treatment adjustment controller 1506-2. The measuredsound or anti-sound is fed back to the propeller blade treatmentadjustment controller. Based on the updated anti-sound, positions of oneor more propeller blade treatments may be altered and/or the rotationspeed may be adjusted so that the propeller will generate the desiredanti-sound. With a feedback control, the net effect 1508″ is consideredand utilized to generate or update the anti-sound 1508′ that is used toselect positions for the propeller blade treatments and/or the propellerrotational speed. Upon determining the updated positions for thepropeller blade treatments and/or the rotational speed needed togenerate the updated anti-sound, the propeller blade treatmentadjustment controller adjusts the position of one or more propellerblade treatments and/or alters the rotational speed of the propeller sothat the updated anti-sound is generated.

While the example illustrated in FIG. 15C describes that the sensor1506-1 feeds back the measured net effect 1508″ to the propeller bladetreatment adjustment controller 1506-2, in other implementations, thesensor 1506-1 may provide the measured net effect 1508″ to anothercomputing system that determines an anti-sound and positions for thepropeller blade treatments and/or a rotational speed to generate theanti-sound and commanded lift from the propeller. That computing systemmay then provide the positions of the propeller blade treatments and/orthe determined rotational speed to the propeller blade treatmentadjustment controller that adjusts the position of one or more of thepropeller blade treatments and/or alters the rotational speed of thepropeller so that the propeller will generate the anti-sound 1508′.Likewise, while the example illustrated in FIG. 15C shows a net effect1508″ of no sound, in some implementations, the sound may only bereduced, partially suppressed, or otherwise altered.

FIG. 15D illustrates a block diagram in which the sound control systemonly includes a propeller blade treatment adjustment controller 1506-2and does not include a sensor. In this configuration, the anti-sound andcorresponding positions for the propeller blade treatments and/or therotational speed of the propeller that will generate the desiredanti-sound and commanded lift may be determined based on amachine-learned model that considers the operational and/orenvironmental conditions of the aerial vehicle. Based on the operationaland/or environmental conditions, a predicted sound is determined and acorresponding anti-sound 1508′ is provided to the propeller bladetreatment adjustment controller 1506-2. Upon receiving the anti-sound,the propeller blade treatment adjustment controller 1506-2 selectspositions for the propeller blade treatments and/or a rotational speedthat will generate the desired anti-sound 1508′ and causes the positionsof one or more propeller blade treatments and/or the rotational speed tobe adjusted. Like the other examples, the sound 1508 and the generatedanti-sound 1508′ combine to produce a net effect 1508″ that is either nosound at or near the propeller, a reduced sound at or near thepropeller, and/or a sound that is otherwise altered at or near thepropeller.

While the example illustrated in FIG. 15D describes that an anti-soundsignal is determined from a predicted sound and provided to thepropeller blade treatment adjustment controller 1506-2, in otherimplementations, the predicted sound may be provided to anothercomputing component and that computing component may determine positionsfor the propeller blade treatments and/or the rotational speed that willgenerate the desired anti-sound and commanded lift. Likewise, while theexample illustrated in FIG. 15D shows a net effect 1508″ of no sound, insome implementations, the sound may only be reduced, partiallysuppressed, and/or otherwise altered.

The positions of the propeller blade treatments that may be determinedwith respect to the examples illustrated in FIGS. 15A-15D may includeposition alterations in the horizontal (x) direction, vertical (y)direction, rotational (z) direction, and/or any combination thereof.

While the examples and configurations discussed above with respect toFIGS. 15A-15D describe selection of propeller blade treatment positionsto generate an anti-sound that will combine with and cancel, reduce,and/or otherwise alter the sound generated by the aerial vehicle, inother implementations, the discussed configurations may be utilized toselect propeller treatment positions that will reduce, dampen, and/orotherwise alter the sound generated by the aerial vehicle. For example,referring again to FIG. 15C, the sensor 1506-1 may feedback a measurednet effect 1508″ and it may be determined from the fed back net effect1508″ whether additional propeller blade treatments are to be made thatwill dampen or otherwise alter the resulting sound generated by therotation of the propeller blade. Likewise, in addition to altering theposition of one or more propeller blade treatments, the examples maylikewise alter the shape of one or more of the propeller blades inaddition to, or as an alternative to altering the position of one ormore propeller blade treatments.

Referring to FIGS. 16A-16D, views of aspects of one system 1600 foractive sound control in accordance with an implementation are shown. Theillustration corresponding to FIGS. 16A-16D provides additional detailsof an example implementation for predicting an anti-sound anddetermining positions for one or more propeller blade treatments,propeller blade shapes, and rotational speed of the propeller that willgenerate the anti-sound and/or dampen or otherwise alter the sound, asillustrated in FIG. 15D.

FIG. 16A illustrates a plurality of aerial vehicles 1610-1, 1610-2,1610-3, 1610-4 that are engaged in flight between origins anddestinations. For example, the aerial vehicle 1610-1 is shown en routebetween Hartford, Conn., and Southington, Conn., while the aerialvehicle 1610-2 is shown en route between Southport, Conn., and Hartford.The aerial vehicle 1610-3 is shown en route between Storrs, Conn., andHartford, while the aerial vehicle 1610-4 is shown en route betweenHartford and Groton, Conn. The aerial vehicles 1610-1, 1610-2, 1610-3,1610-4 are configured to capture extrinsic or intrinsic information ordata 1650-1, 1650-2, 1650-3, 1650-4 regarding the aerial vehicles1610-1, 1610-2, 1610-3, and 1610-4 and the environments in which theaerial vehicles 1610-1, 1610-2, 1610-3, 1610-4 are operating, includingbut not limited to information or data regarding locations, altitudes,courses, speeds, climb or descent rates, turn rates, accelerations, windvelocities, humidity levels and temperatures, sounds, etc., using one ormore sensors. The aerial vehicles 1610-1, 1610-2, 1610-3, 1610-4 arealso configured to capture sounds 1655-1, 1655-2, 1655-3, and 1655-4,and vibrations 1656-1, 1656-2, 1656-3, and 1656-4 generated by theaerial vehicles during their respective flights.

For example, as is shown in the information or data 1650-1 of FIG. 16A,the aerial vehicle 1610-1 is traveling on a course of 224° and at aspeed of 44 miles per hour (mph), in winds of 6 mph out of the northnortheast, at an altitude of 126 feet, in air having 50 percent humidityand a temperature of 68 degrees Fahrenheit (° F.), and the soundmeasured around the aerial vehicle 1610-1 is 88 decibels (“dB”) at 622Hz. The information or data 1650-2 of FIG. 16A indicates that the aerialvehicle 1610-2 is traveling on a course of 014° and at a speed of 39mph, in winds of 4 mph out of the southwest, at an altitude of 180 feet,in air having 69 percent humidity and a temperature of 62° F., and thatthe sound around the aerial vehicle 1610-2 is 78 dB at 800 Hz. Theinformation or data 1650-3 of FIG. 16A indicates that the aerial vehicle1610-3 is traveling on a course of 082° and at a speed of 38 mph, inwinds of 4 mph out of the south southwest, at an altitude of 127 feetand in air having 78% humidity, a temperature of 74° F., and that thesound measured around the aerial vehicle 1610-3 is 80 dB at 900 Hz.Finally, the information or data 1650-4 of FIG. 16A indicates that theaerial vehicle 1610-4 is traveling on a course of 312° and at a speed of48 mph, in winds of 8 mph out of the northwest, at an altitude of 151feet and in air having 96 percent humidity and a temperature of 71° F.,and that the sound measured around the aerial vehicle 1610-4 is 85 dB at974 Hz. While the illustration in FIG. 16A only shows sound measurementsfor a single location on the aerial vehicle, it will be appreciated thatthe information or data 1655 may include sounds measured adjacent ornear each propeller of each aerial vehicle. For example, if aerialvehicle 1610-1 includes eight propellers, it may also include eightsensors that measure sound data 1655. The operational information mayalso indicate the position for one or more propeller blade treatments ofeach propeller blade, the rotational speed, and/or the power drawrequired to generate the commanded lifting to aerially navigate theaerial vehicle.

In accordance with the present disclosure, the aerial vehicles 1610-1,1610-2, 1610-3, 1610-4 may be configured to provide both the extrinsicand intrinsic information or data 1650-1, 1650-2, 1650-3, 1650-4 (e.g.,information or data regarding environmental conditions, operationalcharacteristics or tracked positions of the aerial vehicles 1610-1,1610-2, 1610-3, 1610-4), and also the information or data 1655-1,1655-2, 1655-3, 1655-4 regarding the sounds recorded during the transitsof the aerial vehicles 1610-1, 1610-2, 1610-3, 1610-4, to a dataprocessing system. The information or data 1650-1, 1650-2, 1650-3,1650-4 and the information or data 1655-1, 1655-2, 1655-3, 1655-4 may beprovided to the data processing system either in real time or innear-real time while the aerial vehicles 1610-1, 1610-2, 1610-3, 1610-4are in transit, or upon their arrival at their respective destinations.Referring to FIG. 16B, the extrinsic and intrinsic information or data1650-1, 1650-2, 1650-3, 1650-4, e.g., observed environmental signalse(t), is provided to a machine learning system 1670 as a set of traininginputs, and the information or data 1655-1, 1655-2, 1655-3, 1655-4,e.g., measured sound data, regarding the sounds recorded by each of thesensors during the transits of the aerial vehicles 1610-1, 1610-2,1610-3, 1610-4 is provided to the machine learning system 1670 as a setof training outputs for each of the sound control systems of the aerialvehicle. As discussed above, the sound data will be included for eachpropeller blade treatment adjustment controller of the aerial vehicle.

The machine learning system 1670 may be fully trained using asubstantial corpus of observed environmental signals e(t) correlatedwith measured sounds that are obtained using each of the sensors of oneor more of the aerial vehicles 1610-1, 1610-2, 1610-3, 1610-4, andothers, to develop sound models for each propeller blade treatmentadjustment controller dependent on the location of the sensors on theaerial vehicles. After the machine learning system 1670 has beentrained, and the sound models developed, the machine learning system1670 may be provided with a set of extrinsic or intrinsic information ordata (e.g., environmental conditions, operational characteristics, orpositions) that may be anticipated in an environment in which an aerialvehicle is operating or expected to operate and the machine learningsystem 1670 will provide predicted sounds for each propeller bladetreatment adjustment controller of the aerial vehicle. In someimplementations, the machine learning system 1670 may reside and/or beoperated on one or more computing devices or machines provided onboardone or more of the aerial vehicles 1610-1, 1610-2, 1610-3, and 1610-4.The machine learning system 1670 may receive information or dataregarding the corpus of sound signals observed and the sounds measuredby sensors of the other aerial vehicles 1610-1, 1610-2, 1610-3, 1610-4,for training purposes and, once trained, the machine learning system1670 may receive extrinsic or intrinsic information or data that isactually observed by the aerial vehicle, e.g., in real time or innear-real time, as inputs and may generate outputs corresponding topredicted sounds based on the information or data.

In other implementations, the machine learning system 1670 may resideand/or be operated on one or more centrally located computing devices ormachines. The machine learning system 1670 may receive information ordata regarding the corpus of sounds measured by sensors of each of theaerial vehicles 1610-1, 1610-2, 1610-3, and 1610-4. Once the machinelearning system 1670 is trained, the machine learning system 1670 may beused to program computing devices or machines of the aerial vehicles ina fleet with sound models that predict sounds at different propellerblade treatment adjustment controllers during operation of the aerialvehicle, based on extrinsic or intrinsic information or data that isactually observed by the respective aerial vehicle. In still otherimplementations, the machine learning system 1670 may be programmed toreceive extrinsic or intrinsic information or data from operating aerialvehicles, e.g., via wireless means, as inputs. The machine learningsystem 1670 may then generate outputs corresponding to predicted soundsat different propeller blade treatment adjustment controllers on theaerial vehicle based on the received information or data and return suchpredicted sounds to the aerial vehicles. For example, the aerial vehicleand the machine learning system 1670 may exchange batches of informationthat is collected over a period of time. For example, an aerial vehiclemay measure extrinsic and/or intrinsic information or data for a periodof three seconds (or any other period of time) and transmit thatmeasured information or data to the machine learning system 1670. Themachine learning system, upon receiving the information or data,generates outputs corresponding to predicted sounds at differentpropeller blade treatment adjustment controllers on the aerial vehiclebased on the received information or data and transmits those outputs tothe aerial vehicle. The aerial vehicle may then use the received outputsto determine positions for one or more propeller blade treatments thatcause the propeller blade to generate a corresponding anti-sound andproduce a commanded lift when the propeller is rotated. Alternatively,or in addition thereto, the received outputs may be used by the aerialvehicle to determine positions for one or more propeller bladetreatments that will result in the sound being dampened or otherwisealtered (e.g., frequency spectrum changed). Likewise, in addition toaltering propeller blade treatments, the shape of the propeller blademay also be adjusted. This process may continue while the aerial vehicleis in-flight or operational.

For example, when variables such as an origin, a destination, a speedand/or a planned altitude for the aerial vehicle 1610 (e.g., a transitplan for the aerial vehicle) are known, and where variables such asenvironmental conditions and operational characteristics may be known orestimated, such variables may be provided as inputs to the trainedmachine learning system 1670. Subsequently, sounds that may be predictedat each propeller and/or propeller blade treatment adjustment controllerof the aerial vehicle 1610 as the aerial vehicle 1610 travels from theorigin to the destination within such environmental conditions andaccording to such operational characteristics may be received from thetrained machine learning system 1670 as outputs. From such outputs,positions of one or more propeller blade treatments, propeller bladeshapes and rotational speeds may be determined that will alter thegenerated sound, e.g., generate an anti-sound, and/or dampen thegenerated sound. The adjustments may be determined and implemented inreal time or near-real time as the aerial vehicle 1610 is en route fromthe origin to the destination.

Referring to FIG. 16C, an operational input 1660 in the form ofenvironmental signals e(t) is provided to the trained machine learningsystem 1670, and an operational output 1665 in the form of predictedsound is produced by the sound model and received from the trainedmachine learning system 1670. For example, the operational input 1660may include extrinsic or intrinsic information or data regarding aplanned transit of an aerial vehicle (e.g., predicted environmental oroperational conditions), or extrinsic or intrinsic information or dataregarding an actual transit of the aerial vehicle (e.g., actuallyobserved or determined environmental or operational conditions),including but not limited to coordinates of an origin, a destination, orof any intervening points, as well as a course and a speed of the aerialvehicle, a wind velocity in a vicinity of the origin, the destination orone or more of the intervening points, an altitude at which the aerialvehicle is expected to travel, and a humidity level and a temperature ina vicinity of the origin, the destination or one or more of theintervening points. The operational output 1665 may include informationregarding sounds at various propellers of the aerial vehicle that areexpected to occur when the aerial vehicle operates in a mannerconsistent with the operational input 1660, e.g., when the aerialvehicle travels along a similar course or speed, or at a similaraltitude, or encounters a similar wind velocity, humidity level, ortemperature.

Based at least in part on the operational output 1665 that wasdetermined based on the operational input 1660, an anti-sound 1665′,e.g., a sound having an amplitude and frequency that is one hundredeighty degrees out-of-phase with the operational output 1665, isdetermined. In some implementations, the intensity of the anti-sound1665′ may be selected to completely cancel out or counteract the effectsof the sounds associated with the operational output 1665, e.g., suchthat the intensity of the anti-sound 1665′ equals the intensity of thepredicted sound during operation of the aerial vehicle 1610, or of thesounds that actually occur. Alternatively, in some implementations, asillustrated in FIG. 16C, the intensity of the anti-sound 1665′ may beselected to otherwise modify or counteract the effects of soundassociated with the operational output 1665, e.g., such that theintensity of the anti-sound 1665′ is less than the intensity of thepredicted sound. In still other examples, rather than selectingpropeller blade treatment positions and/or propeller blade shapes togenerate an anti-sound, propeller blade treatment positions and/orpropeller blade shapes may be selected to reduce and/or otherwise alterthe generated sound.

Those of ordinary skill in the pertinent arts will recognize that anytype or form of machine learning system (e.g., hardware and/or softwarecomponents or modules) may be utilized in accordance with the presentdisclosure. For example, a sound may be associated with one or more ofan environmental condition, an operating characteristic or a physicallocation or position of an aerial vehicle according to one or moremachine learning algorithms or techniques, including but not limited tonearest neighbor methods or analyses, artificial neural networks,conditional random fields, factorization methods or techniques, K-meansclustering analyses or techniques, similarity measures such as loglikelihood similarities or cosine similarities, latent Dirichletallocations or other topic models, or latent semantic analyses. Usingany of the foregoing algorithms or techniques, or any other algorithmsor techniques, a relative association between measured sound and suchenvironmental conditions, operating characteristics or locations ofaerial vehicles may be determined.

In some implementations, a machine learning system may identify not onlya predicted sound but also a confidence interval, confidence level orother measure or metric of a probability or likelihood that thepredicted sound will occur at a propeller or other location on the frameof the aerial vehicle in a given environment that is subject to givenoperational characteristics at a given position. Where the machinelearning system is trained using a sufficiently large corpus of recordedenvironmental signals and sounds, and a reliable sound model isdeveloped, the confidence interval associated with an anti-sound ordampened sound identified thereby may be substantially high.

Although one variable that may be associated with sounds occurring atvarious propellers or other locations on a frame of an aerial vehicle isa position of the aerial vehicle (e.g., a latitude or longitude), andthat extrinsic or intrinsic information or data associated with theposition may be used to predict sounds occurring at propellers or otherlocations on the frame of the aerial vehicle at that position, those ofordinary skill in the pertinent arts will recognize that the systems andmethods of the present disclosure are not so limited. Rather, sounds maybe predicted for areas or locations having similar environmentalconditions or requiring aerial vehicles to exercise similar operationalcharacteristics. For example, because environmental conditions inVancouver, British Columbia, and in London, England, are known to begenerally similar to one another, information or data gathered regardingthe sounds occurring at various propellers or other locations on theframe of aerial vehicles operating in the Vancouver area may be used topredict sounds that may occur at propellers or other locations on theframe of aerial vehicles operating in the London area, or to generateanti-sounds to be output by different propellers having differentpositions of propeller blade treatments and rotating at different speedswhen operating in the London area. Likewise, information or datagathered regarding the sounds occurring at propellers or other locationson the frame of aerial vehicles operating in the London area may be usedto predict sounds occurring at propellers or other locations on theframe of aerial vehicles operating in the Vancouver area, or to generateanti-sounds or dampened sounds to be output by different propellershaving different positions of propeller blade treatments and rotating atdifferent speeds when operating in the Vancouver area.

In accordance with the present disclosure, a trained machine learningsystem may be used to develop sound profiles for different propellerblades having different propeller blade treatments and/or for differentpositions of adjustable propeller blade treatments and/or differentpropeller blade shapes, and when operating at different rotationalspeeds for different aerial vehicles based on the sizes, shapes, orconfigurations of the aerial vehicles, and with respect to environmentalconditions, operational characteristics, and/or locations of such aerialvehicles. Based on such sound profiles, anti-sounds may be determinedfor propeller blade treatment adjustment controllers located on suchaerial vehicles as a function of the respective environmentalconditions, operational characteristics or locations and output on anas-needed basis. The propeller blade treatment adjustment controllersmay utilize the determined anti-sounds and commanded lift for apropeller to select positions of one or more propeller blade treatmentsand rotational speed that will generate the determined anti-sound andcorresponding commanded lift.

Referring to FIG. 16D, an aerial vehicle 1610-5, including a pluralityof propellers 1613-1, 1613-2, 1613-3, 1613-4 and a plurality of motors1615-1, 1615-2, 1615-3, 1615-4 is shown en route from Hartford toGlastonbury, Conn. Each propeller 1613 may generate the same ordifferent sounds and sounds measured by sensors 1606 at differentlocations on the aerial vehicle may be similar or different. To cancelout, reduce, and/or otherwise alter the measured sounds, an anti-soundis determined and positions for one or more propeller blade treatmentsand a corresponding propeller speed are determined that will cause thepropeller to generate the determined anti-sound when the propeller isrotated. As discussed above, the anti-sound may be determined based onactual sound measurements determined by sensors positioned on the aerialvehicle and/or the anti-sounds may be predicted based on intrinsic orextrinsic information or data. Likewise, the propeller blade treatmentson each propeller 1613-1, 1613-2, 1613-3, 1613-4 may be adjustedindependently, may be adjusted differently, the propellers may rotate atdifferent speeds, and/or generate different anti-sounds. In someimplementations, rather than, or in addition to selecting propellerblade treatment positions to generate an anti-sound, propeller bladetreatment positions may be elected to dampen or otherwise alter (e.g.,alter the frequency spectrum) the predicted and/or measured sounds.Likewise, the propeller shape may be adjusted to generate an anti-soundand/or to dampen or otherwise alter a generated sound.

Referring to FIG. 17, illustrated is a block diagram of components ofone system 1700 for active sound control, in accordance with animplementation. The system 1700 of FIG. 17 includes an aerial vehicle1710 and a data processing system 1770 connected to one another over anetwork 1780. The aerial vehicle 1710 includes a processor 1712, amemory 1714 and a transceiver 1716, as well as a plurality ofenvironmental or operational sensors 1720 and a plurality of soundcontrol systems 1706. Each sound control system may include a propellerblade treatment adjustment controller 1706-2 and optionally a soundsensor 1706-1.

The processor 1712 may be configured to perform any type or form ofcomputing function, including but not limited to the execution of one ormore machine learning algorithms or techniques. For example, theprocessor 1712 may control any aspects of the operation of the aerialvehicle 1710 and the one or more computer-based components thereon,including but not limited to the transceiver 1716, the environmental oroperational sensors 1720, and/or the sound control systems 1706. Theaerial vehicle 1710 may likewise include one or more control systems(not shown) that may generate instructions for conducting operationsthereof, e.g., for operating one or more rotors, motors, rudders,ailerons, flaps or other components provided thereon. Such controlsystems may be associated with one or more other computing devices ormachines, and may communicate with the data processing system 1770 orone or more other computer devices (not shown) over the network 1780,through the sending and receiving of digital data. The aerial vehicle1710 further includes one or more memory or storage components 1714 forstoring any type of information or data, e.g., instructions foroperating the aerial vehicle, or information or data captured by one ormore of the environmental or operational sensors 1720 and/or the soundsensors 1706-1.

The transceiver 1716 may be configured to enable the aerial vehicle 1710to communicate through one or more wired or wireless means, e.g., wiredtechnologies such as Universal Serial Bus (or “USB”) or fiber opticcable, or standard wireless protocols, such as Bluetooth® or anyWireless Fidelity (or “Wi-Fi”) protocol, such as over the network 1780or directly.

The environmental or operational sensors 1720 may include any componentsor features for determining one or more attributes of an environment inwhich the aerial vehicle 1710 is operating, or may be expected tooperate, including extrinsic information or data or intrinsicinformation or data. As is shown in FIG. 17, the environmental oroperational sensors 1720 may include, but are not limited to, a GlobalPositioning System (“GPS”) receiver or sensor 1721, a compass 1722, aspeedometer 1723, an altimeter 1724, a thermometer 1725, a barometer1726, a hygrometer 1727, a gyroscope 1728, and/or a microphone 1732. TheGPS sensor 1721 may be any device, component, system or instrumentadapted to receive signals (e.g., trilateration data or information)relating to a position of the aerial vehicle 1710 from one or more GPSsatellites of a GPS network (not shown). The compass 1722 may be anydevice, component, system, or instrument adapted to determine one ormore directions with respect to a frame of reference that is fixed withrespect to the surface of the Earth (e.g., a pole thereof). Thespeedometer 1723 may be any device, component, system, or instrument fordetermining a speed or velocity of the aerial vehicle 1710, and mayinclude related components (not shown) such as pitot tubes,accelerometers, or other features for determining speeds, velocities, oraccelerations.

The altimeter 1724 may be any device, component, system, or instrumentfor determining an altitude of the aerial vehicle 1710, and may includeany number of barometers, transmitters, receivers, range finders (e.g.,laser or radar) or other features for determining heights. Thethermometer 1725, the barometer 1726 and the hygrometer 1727 may be anydevices, components, systems, or instruments for determining local airtemperatures, atmospheric pressures, or humidities within a vicinity ofthe aerial vehicle 1710. The gyroscope 1728 may be any mechanical orelectrical device, component, system, or instrument for determining anorientation, e.g., the orientation of the aerial vehicle 1710. Forexample, the gyroscope 1728 may be a traditional mechanical gyroscopehaving at least a pair of gimbals and a flywheel or rotor.Alternatively, the gyroscope 1728 may be an electrical component such asa dynamically tuned gyroscope, a fiber optic gyroscope, a hemisphericalresonator gyroscope, a London moment gyroscope, a microelectromechanicalsensor gyroscope, a ring laser gyroscope, or a vibrating structuregyroscope, or any other type or form of electrical component fordetermining an orientation of the aerial vehicle 1710. The microphone1732 may be any type or form of transducer (e.g., a dynamic microphone,a condenser microphone, a ribbon microphone, a crystal microphone)configured to convert acoustic energy of any intensity and across any orall frequencies into one or more electrical signals, and may include anynumber of diaphragms, magnets, coils, plates, or other like features fordetecting and recording such energy. The microphone 1732 may also beprovided as a discrete component, or in combination with one or moreother components, e.g., an imaging device, such as a digital camera.Furthermore, the microphone 1732 may be configured to detect and recordacoustic energy from any and all directions.

Those of ordinary skill in the pertinent arts will recognize that theenvironmental or operational sensors 1720 may include any type or formof device or component for determining an environmental condition withina vicinity of the aerial vehicle 1710 in accordance with the presentdisclosure. For example, the environmental or operational sensors 1720may include one or more air monitoring sensors (e.g., oxygen, ozone,hydrogen, carbon monoxide or carbon dioxide sensors), infrared sensors,ozone monitors, pH sensors, magnetic anomaly detectors, metal detectors,radiation sensors (e.g., Geiger counters, neutron detectors, alphadetectors), altitude indicators, depth gauges, accelerometers or thelike, as well as one or more imaging devices (e.g., digital cameras),and are not limited to the sensors 1721, 1722, 1723, 1724, 1725, 1726,1727, 1728, 1732 shown in FIG. 17.

The data processing system 1770 includes one or more physical computerservers 1772 having a plurality of data stores 1774 associatedtherewith, as well as one or more computer processors 1776 provided forany specific or general purpose. For example, the data processing system1770 of FIG. 17 may be independently provided for the exclusive purposeof receiving, analyzing or storing sounds, propeller blade treatmentpositions, corresponding lifting forces, and/or other information ordata received from the aerial vehicle 1710 or, alternatively, providedin connection with one or more physical or virtual services configuredto receive, analyze or store such sounds, information or data, as wellas one or more other functions. The servers 1772 may be connected to orotherwise communicate with the data stores 1774 and the processors 1776.The data stores 1774 may store any type of information or data,including but not limited to sound information or data, and/orinformation or data regarding environmental conditions, operationalcharacteristics, or positions, for any purpose. The servers 1772 and/orthe computer processors 1776 may also connect to or otherwisecommunicate with the network 1780, as indicated by line 1778, throughthe sending and receiving of digital data. For example, the dataprocessing system 1770 may include any facilities, stations or locationshaving the ability or capacity to receive and store information or data,such as media files, in one or more data stores, e.g., media filesreceived from the aerial vehicle 1710, or from one another, or from oneor more other external computer systems (not shown) via the network1780. In some implementations, the data processing system 1770 may beprovided in a physical location. In other such implementations, the dataprocessing system 1770 may be provided in one or more alternate orvirtual locations, e.g., in a “cloud”-based environment. In still otherimplementations, the data processing system 1770 may be provided onboardone or more aerial vehicles, including but not limited to the aerialvehicle 1710.

The network 1780 may be any wired network, wireless network, orcombination thereof, and may comprise the Internet in whole or in part.In addition, the network 1780 may be a personal area network, local areanetwork, wide area network, cable network, satellite network, cellulartelephone network, or combination thereof. The network 1780 may also bea publicly accessible network of linked networks, possibly operated byvarious distinct parties, such as the Internet. In some implementations,the network 1780 may be a private or semi-private network, such as acorporate or university intranet. The network 1780 may include one ormore wireless networks, such as a Global System for MobileCommunications (GSM) network, a Code Division Multiple Access (CDMA)network, a Long Term Evolution (LTE) network, or some other type ofwireless network. Protocols and components for communicating via theInternet or any of the other aforementioned types of communicationnetworks are well known to those skilled in the art of computercommunications and, thus, need not be described in more detail herein.

The computers, servers, devices and the like described herein have thenecessary electronics, software, memory, storage, databases, firmware,logic/state machines, microprocessors, communication links, displays orother visual or audio user interfaces, printing devices, and any otherinput/output interfaces to provide any of the functions or servicesdescribed herein and/or achieve the results described herein. Also,those of ordinary skill in the pertinent art will recognize that usersof such computers, servers, devices and the like may operate a keyboard,keypad, mouse, stylus, touch screen, or other device (not shown) ormethod to interact with the computers, servers, devices and the like, orto “select” an item, link, node, hub or any other aspect of the presentdisclosure.

The aerial vehicle 1710 or the data processing system 1770 may use anyweb-enabled or Internet applications or features, or any otherclient-server applications or features including E-mail or othermessaging techniques, to connect to the network 1780, or to communicatewith one another, such as through short or multimedia messaging service(SMS or MMS) text messages. For example, the aerial vehicle 1710 may beadapted to transmit information or data in the form of synchronous orasynchronous messages to the data processing system 1770 or to any othercomputer device in real time or in near-real time, or in one or moreoffline processes, via the network 1780. The protocols and componentsfor providing communication between such devices are well known to thoseskilled in the art of computer communications and need not be describedin more detail herein.

The data and/or computer executable instructions, programs, firmware,software and the like (also referred to herein as “computer executable”components) described herein may be stored on a computer-readable mediumthat is within or accessible by computers or computer components such asthe processor 1712 or the processor 1776, or any other computers orcontrol systems utilized by the aerial vehicle 1710 or the dataprocessing system 1770, and having sequences of instructions which, whenexecuted by a processor (e.g., a central processing unit, or “CPU”),cause the processor to perform all or a portion of the functions,services and/or methods described herein. Such computer executableinstructions, programs, software, and the like may be loaded into thememory of one or more computers using a drive mechanism associated withthe computer readable medium, such as a floppy drive, CD-ROM drive,DVD-ROM drive, network interface, or the like, or via externalconnections.

Some implementations of the systems and methods of the presentdisclosure may also be provided as a computer-executable program productincluding a non-transitory machine-readable storage medium having storedthereon instructions (in compressed or uncompressed form) that may beused to program a computer (or other electronic device) to performprocesses or methods described herein. The machine-readable storagemedia of the present disclosure may include, but is not limited to, harddrives, floppy diskettes, optical disks, CD-ROMs, DVDs, ROMs, RAMs,erasable programmable ROMs (“EPROM”), electrically erasable programmableROMs (“EEPROM”), flash memory, magnetic or optical cards, solid-statememory devices, or other types of media/machine-readable medium that maybe suitable for storing electronic instructions. Further,implementations may also be provided as a computer executable programproduct that includes a transitory machine-readable signal (incompressed or uncompressed form). Examples of machine-readable signals,whether modulated using a carrier or not, may include, but are notlimited to, signals that a computer system or machine hosting or runninga computer program can be configured to access, or include signals thatmay be downloaded through the Internet or other networks.

FIG. 18 illustrates an example process 1800 for active airborne soundcontrol, according to an implementation. The example process 1800 beginsby determining a destination of an aerial vehicle, as in 1810. A transitplan may then be determined for transit of the aerial vehicle from anorigin to the destination, as in 1820. For example, the transit plan mayspecify an estimated time of departure from the origin, locations of anywaypoints between the origin and the destination, a desired time ofarrival at the destination, or any other relevant geographic or timeconstraints associated with the transit. Operational characteristics ofthe aerial vehicle that are required in order to complete the transitfrom the origin to the destination in accordance with the transit plan,e.g., courses or speeds of the aerial vehicle, and correspondinginstructions to be provided to such motors, rotors, rudders, ailerons,flaps or other features of the aerial vehicle in order to achieve suchcourses or speeds, may be predicted, as in 1822. Environmentalconditions expected to be encountered during the transit from the originto the destination in accordance with the transit plan may also bepredicted, as in 1824. For example, weather forecasts for the times ordates of the departure or the arrival of the aerial vehicle, and for thelocations of the origin or the destination, may be identified on anybasis.

The transit plan identified, the predicted operational characteristics,and the predicted environmental conditions are provided to a trainedmachine learning system as initial inputs, as in 1826. The machinelearning system may utilize one or more algorithms or techniques, suchas nearest neighbor methods or analyses, factorization methods ortechniques, K-means clustering analyses or techniques, similaritymeasures, such as log likelihood similarities or cosine similarities,latent Dirichlet allocations or other topic models, or latent semanticanalyses, and may be trained to associate environmental, operational orlocation-based information with sounds at the propellers or otherlocations on the frame of the aerial vehicle. In some implementations,the trained machine learning system resides and/or operates on one ormore computing devices or machines provided onboard the aerial vehicle.In some other implementations, the trained machine learning systemresides in one or more alternate or virtual locations, e.g., in a“cloud”-based environment accessible via a network.

The predicted sounds are received from the machine learning system asoutputs for each respective propeller blade treatment adjustmentcontroller located at the propellers or other locations on the frame ofthe aerial vehicle, as in 1830. Such sounds may be average or generalsounds anticipated at each propeller for the entire transit of theaerial vehicle from the origin to the destination in accordance with thetransit plan, or may change or vary based on the predicted location ofthe aerial vehicle, a time between the departure of the aerial vehiclefrom the origin and an arrival of the aerial vehicle at the destination,and/or based on the position of the sensor on the frame of the aerialvehicle. Alternatively, or additionally, the machine learning system mayalso determine a confidence interval, a confidence level or anothermeasure or metric of a probability or likelihood that the predictedsound for each propeller blade treatment adjustment controller willoccur in a given environment that is subject to given operationalcharacteristics at a given position.

Based on the predicted sound, anti-sounds intended to counteract thepredicted sound at each propeller blade treatment adjustment controllerare determined, as in 1840. Based on the anti-sound, positions of one ormore propeller blade treatments and a rotational speed are determinedthat will cause the propeller blade adjacent the propeller bladetreatment adjustment controller to generate the anti-sound and satisfythe operational characteristics when the aerial vehicle is within avicinity of the given location in accordance with the transit plan, asin 1845. In some implementations, the power draw for differentconfigurations of propeller blade treatment positions that will generatethe same lifting force and anti-sound may be considered in determiningpositions for the propeller blade treatments for use in generating theanti-sound.

In some implementations, the predicted sound may be compared to anallowable sound level and/or allowable frequency spectrum of amplitudesdefined for the aerial vehicle at each given location and adetermination made as to whether the predicted sound needs to be alteredsuch that it is below the allowable sound level and/or within anallowable frequency range. If it is determined that the predicted soundis to be altered, propeller blade treatment positions that will generatean appropriate anti-sound may be determined, as discussed above.Alternatively, or in addition thereto, propeller blade treatmentpositions that will result in the predicted sound being dampened to apoint below the allowable sound level and/or the frequency spectrumbeing adjusted such that amplitudes within the allowable frequency rangemay be determined.

The aerial vehicle departs from the origin to the destination, as in1850, and each propeller blade treatment adjustment controller of theaerial vehicle adjusts the position of one or more propeller bladetreatments of a corresponding propeller to correspond to the determinedpositions for the propeller blade treatments at specific positionsduring the transit from the origin to the destination. For example, theaerial vehicle may monitor its position during the transit using one ormore GPS receivers or sensors and send instructions or provide positioninformation to each propeller blade treatment adjustment controller. Inresponse, each propeller blade treatment adjustment controller willcause the position of one or more propeller blade treatments to bealtered to generate an anti-sound corresponding to each position and/orto dampen or otherwise alter the generated sound, as in 1860. Adetermination is then made as to whether the aerial vehicle has arrivedat the destination, as in 1870. If the aerial vehicle has arrived at thedestination, the example process 1800 completes.

If the aerial vehicle has not yet arrived at the destination, however,then the example process 1800 determines the actual operationalcharacteristics of the aerial vehicle during the transit, as in 1872.For example, information or data regarding the actual courses or speedsof the aerial vehicle, and the operational actions, events orinstructions that caused the aerial vehicle to achieve such courses orspeeds, may be captured and recorded in at least one data store, whichmay be provided onboard the aerial vehicle, or in one or more alternateor virtual locations, e.g., in a cloud-based environment accessible viaa network. Environmental conditions encountered by the aerial vehicleduring the transit are also determined, as in 1874. For example,information or data regarding the actual wind velocities, humiditylevels, temperatures, precipitation or any other environmental events orstatuses within the vicinity of the aerial vehicle may also be capturedand recorded in at least one data store.

The information or data regarding the determined operationalcharacteristics and environmental conditions are provided to the trainedmachine learning system as updated inputs, in real time or in near-realtime, as in 1876. In some implementations, values corresponding to theoperational characteristics or environmental conditions are provided tothe trained machine learning system. In some other implementations,values corresponding to differences or differentials between thedetermined operational characteristics or the determined environmentalconditions and the predicted operational characteristics or thepredicted environmental conditions may be provided to the trainedmachine learning system.

Based on the determined operational characteristics and/or determinedenvironmental conditions, predicted sounds for each sound control arereceived from the trained machine learning system as updated outputs, asin 1880. As discussed above, sounds predicted to occur at each propellerblade treatment adjustment controller may be predicted in accordancewith a transit plan for the aerial vehicle, and anti-sounds determinedbased on such predicted sounds may be determined based on the transitplan, as well as any other relevant information or data regarding thetransit plan, including attributes of an origin, a destination or anyintervening waypoints, such as locations, topography, populationdensities or other criteria. Anti-sounds for counteracting the predictedsounds received from the trained machine learning system based on theupdated outputs are determined before the process returns to box 1860,where the position of one or more propeller blade treatments may beadjusted so that the updated anti-sounds are generated by thepropellers, as in 1890. As discussed above, rather than, or in additionto generating anti-sounds, propeller blade treatment positions may bedetermined that will dampen or otherwise alter the updated predictedsounds.

Although the disclosure has been described herein using exemplarytechniques, components, and/or processes for implementing the systemsand methods of the present disclosure, it should be understood by thoseskilled in the art that other techniques, components, and/or processesor other combinations and sequences of the techniques, components,and/or processes described herein may be used or performed that achievethe same function(s) and/or result(s) described herein and which areincluded within the scope of the present disclosure.

For example, although some of the implementations disclosed hereinreference the use of unmanned aerial vehicles to deliver payloads fromwarehouses or other like facilities to customers, those of ordinaryskill in the pertinent arts will recognize that the systems and methodsdisclosed herein are not so limited, and may be utilized in connectionwith any type or form of aerial vehicle (e.g., manned or unmanned)having fixed or rotating wings for any intended industrial, commercial,recreational or other use.

It should be understood that, unless otherwise explicitly or implicitlyindicated herein, any of the features, characteristics, alternatives ormodifications described regarding a particular implementation herein mayalso be applied, used, or incorporated with any other implementationdescribed herein, and that the drawings and detailed description of thepresent disclosure are intended to cover all modifications, equivalentsand alternatives to the various implementations as defined by theappended claims. Also, the drawings herein are not drawn to scale.

Conditional language, such as, among others, “can,” “could,” “might,” or“may,” unless specifically stated otherwise, or otherwise understoodwithin the context as used, is generally intended to convey in apermissive manner that certain implementations could include, or havethe potential to include, but do not mandate or require, certainfeatures, elements and/or steps. In a similar manner, terms such as“include,” “including” and “includes” are generally intended to mean“including, but not limited to.” Thus, such conditional language is notgenerally intended to imply that features, elements and/or steps are inany way required for one or more implementations or that one or moreimplementations necessarily include logic for deciding, with or withoutuser input or prompting, whether these features, elements and/or stepsare included or are to be performed in any particular implementation.

Disjunctive language, such as the phrase “at least one of X, Y, or Z,”or “at least one of X, Y and Z,” unless specifically stated otherwise,is otherwise understood with the context as used in general to presentthat an item, term, etc., may be either X, Y, or Z, or any combinationthereof (e.g., X, Y, and/or Z). Thus, such disjunctive language is notgenerally intended to, and should not, imply that certainimplementations require at least one of X, at least one of Y, or atleast one of Z to each be present.

Unless otherwise explicitly stated, articles such as “a” or “an” shouldgenerally be interpreted to include one or more described items.Accordingly, phrases such as “a device configured to” are intended toinclude one or more recited devices. Such one or more recited devicescan also be collectively configured to carry out the stated recitations.For example, “a processor configured to carry out recitations A, B andC” can include a first processor configured to carry out recitation Aworking in conjunction with a second processor configured to carry outrecitations B and C.

Language of degree used herein, such as the terms “about,”“approximately,” “generally,” “nearly” or “substantially,” as usedherein, represent a value, amount, or characteristic close to the statedvalue, amount, or characteristic that still performs a desired functionor achieves a desired result. For example, the terms “about,”“approximately,” “generally,” “nearly” or “substantially” may refer toan amount that is within less than 10% of, within less than 5% of,within less than 1% of, within less than 0.1% of, and within less than0.01% of the stated amount.

Although the invention has been described and illustrated with respectto illustrative implementations thereof, the foregoing and various otheradditions and omissions may be made therein and thereto withoutdeparting from the spirit and scope of the present disclosure.

What is claimed is:
 1. An aerial vehicle comprising: a first motorconfigured to rotate a propeller such that the propeller generates alifting force; the propeller including: a hub that is coupled to thefirst motor so that the first motor can rotate the propeller; a firstpropeller blade extending from the hub, the first propeller bladeincluding: a first leading edge; a first tip; a first trailing edge; afirst surface area that extends from the hub and the first tip andbetween the first leading edge and the first trailing edge, the firstsurface area having an upper side, and a lower side; and a firstplurality of indentations formed in at least a portion of the firstsurface area, the first plurality of indentations having a first depthand a first shape, wherein the first plurality of indentations increasesa duration in which air passing over the first propeller blade remainsattached to the first propeller blade; and a second propeller bladeextending from the hub, the second propeller blade including: a secondleading edge; a second tip; a second trailing edge; a second surfacearea that extends from the hub and the second tip and between the secondleading edge and the second trailing edge, the second surface areahaving an upper side, and a lower side; and a second plurality ofindentations formed in at least a portion of the second surface area,the second plurality of indentations having a second depth and a secondshape, wherein the second plurality of indentations increases a durationin which air passing over the second propeller blade remains attached tothe second propeller blade; where at least one of the first depth of thefirst plurality of indentations is different from the second depth ofthe second plurality of indentations, or the first shape of the firstplurality of indentations is different from the second shape of thesecond plurality of indentations.
 2. The aerial vehicle of claim 1,wherein the first plurality of indentations are positioned toward thefirst tip of the first propeller blade and alter a tip vortex caused byrotation of the first propeller blade.
 3. The aerial vehicle of claim 1,further comprising: a third plurality of indentations formed in at leasta portion of the first surface area, the third plurality of indentationshaving a third depth that is different than the first depth and a thirdshape that is different than the first shape.
 4. The aerial vehicle ofclaim 1, wherein a density of the first plurality of indentations ishigher toward the first tip of the first propeller blade than toward thehub of the first propeller blade.
 5. The aerial vehicle of claim 1,further comprising: a third plurality of indentations formed along thefirst leading edge of the first propeller blade.
 6. A propeller,comprising: a hub; a first propeller blade, comprising: a first tip; afirst surface area that extends between the hub and the first tip, thefirst surface area having an upper side, a lower side, a leading edge,and a trailing edge; and a first plurality of indentations formed in thefirst surface area; and a second propeller blade, comprising: a secondtip; a second surface area that extends between the hub and the secondtip, the second surface area having an upper side, a lower side, aleading edge, and a trailing edge; and a second plurality ofindentations formed in the second surface area; wherein at least one ofa first size, a first shape, a first depth, or a first position of thefirst plurality of indentations is different from a second size, asecond shape, a second depth, or a second position of the secondplurality of indentations.
 7. The propeller of claim 6, wherein each ofthe first plurality of indentations have a first shape selected from agroup of shapes consisting of: a circle, a square, a rectangle, an oval,a triangle, a semi-circle, a trapezoid, a parallelogram, a hexagon, arhomboid, a quadrilateral, an irregular shape, a polygon, or an octagon.8. The propeller of claim 6, wherein: the first plurality ofindentations have a first depth and a first shape; and the secondplurality of indentations have a second depth and a second shape.
 9. Thepropeller of claim 8, wherein: the first plurality of indentations areformed into the upper side of the first surface area; and the secondplurality of indentations are formed into the lower side of the secondsurface area.
 10. The propeller of claim 8, wherein the first pluralityof indentations are interspersed along at least a portion of the firstsurface area of the first propeller blade, and the second plurality ofindentations are interspersed along at least a portion of the secondsurface area of the second propeller blade.
 11. The propeller of claim6, wherein the first plurality of indentations are arranged in a firstpattern, and the second plurality of indentations are arranged in asecond pattern.
 12. The propeller of claim 11, wherein the firstplurality of indentations are configured to create a first sound, andwherein the second plurality of indentations are configured to create asecond sound.
 13. The propeller of claim 12, wherein the second soundcomprises an anti-sound that at least partially cancels out the firstsound.
 14. The propeller of claim 12, wherein at least one of the firstsound or the second sound comprises an anti-sound that at leastpartially cancels out a third sound generated by a motor that rotatesthe propeller.
 15. The propeller of claim 6, wherein the at least one ofa size, a shape, a depth, or a position of the first plurality ofindentations varies over at least a portion of the first surface area ofthe first propeller blade.
 16. An aerial vehicle, comprising: a frame; amotor coupled to the frame; a first propeller blade coupled to androtatable by the motor, the first propeller blade including a firstplurality of indentations having a first depth into a first surface areaof the first propeller blade; and a second propeller blade coupled toand rotatable by the motor, the second propeller blade including asecond plurality of indentations having a second depth into a secondsurface area of the second propeller blade, wherein the first depth isdifferent than the second depth.
 17. The aerial vehicle of claim 16,wherein: the first plurality of indentations are positioned in a firstarrangement on the first surface area of the first propeller blade suchthat the first propeller blade, when rotating, generates a first sound;and the second plurality of indentations are positioned in a secondarrangement on the second surface area of the second propeller bladesuch that the second propeller blade, when rotating, generates a secondsound.
 18. The aerial vehicle of claim 17, wherein the second soundcomprises an anti-sound that at least partially cancels out the firstsound.
 19. The aerial vehicle of claim 17, wherein at least one of thefirst sound or the second sound comprises an anti-sound that at leastpartially cancels out a third sound generated by the motor.
 20. Theaerial vehicle of claim 16, wherein the first plurality of indentationsare positioned on the first surface area of the first propeller blade toalter a vortex generated by rotation of the first propeller blade.